Earlier this fall, the National Highway Traffic Safety Administration (NHTSA) issued its final statistics on fatal crashes on U.S. roadways in 2018. The top-line number for motorcyclists was a 4.7 percent year-over-year decrease in motorcycle fatalities, with 4,985 in 2018 compared to 5,229 in 2017. That was a better decrease than the 2.4 percent drop in overall total traffic fatalities from the year before, falling to 36,560 in 2018.
Fatalities decreased in 2018 among virtually all groups of road users except two: pedestrians, up 3.4 percent, and bicyclists, up 6.3 percent. (Having attended a memorial service just a few months ago for a relative who was run over and killed by a car while riding his bicycle, I'm not surprised by the statistics.) These are not just one-year aberrations, either. The long-term trends show that pedestrians, bicyclists and, to a lesser extent, motorcyclists, are in more danger on U.S. roads.
​That conclusion is based on the last 10 years of NHTSA reports. In 2009, pedestrians, bicyclists and other non-motor-vehicle occupants accounted for 14 percent of fatalities and motorcyclists were 13 percent. In 2018, those numbers had risen to 20 percent and 14 percent. Looking at NHTSA statistics from other reports, the overall picture is one of motor vehicle deaths declining in general, remaining relatively flat among motorcyclists, and rising among pedestrians, particularly.

The obvious next question is whether changes in ridership have affected those numbers. More detailed statistics on motorcycling can be found in NHTSA's Motorcycle Safety Five-Year Plan, issued earlier this year. NHTSA's tables show that the number of registered motorcycles is at an all-time high, but both vehicle miles traveled (VMT) by motorcycle and fatalities have stayed within a steady range since 2007. So it appears that any changes aren't due to motorcyclists riding a lot more or a lot less.
NHTSA admits, however, that its VMT statistics are not necessarily reliable. It's harder to gather data on how many miles motorcycles are ridden. For example, one source is odometer readings taken during annual inspections or emissions tests, but in many states, motorcycles are exempt from those requirements. It only takes a quick look at NHTSA's own tables to raise skepticism. Through 2006, VMT for motorcycles had, for years, fallen into a range between nine billion and 12 billion VMT. Beginning in 2007 and ever since, the range has been between about 18.5 billion and 21.5 billion. Did the number of miles ridden by motorcyclists suddenly double between 2006 and 2007? Or did the method of estimating the stats change? I'm strongly suspecting the latter.
Another interesting motorcycle-related stat from this year's report is that alcohol-related motorcycle fatalities declined 10.1 percent year-over-year, dropping from 1,440 in 2017 to 1,295 in 2018. That was a bigger percentage drop than for any other kind of vehicle except the tiny category of "light truck — van" drivers. I don't have any hard evidence to explain that, but my anecdotal observations suggest that the "bar-hopping" demographic is aging out of motorcycling faster than the "coffee shop" crowd. Plus, the overall trend in alcohol-related deaths among all drivers has been declining for some time.
​As U.S. society has become more urban, fatalities in urban areas in all classes have surpassed fatalities in rural areas. That's especially true among bicyclists. So the bottom line advice is to stick with the trend of not drinking and riding, be on constant alert, even when you're just riding down a city street at 25 mph, and thus reduce your chances of joining the statistics.

BMW is working on the development of its biggest Boxer engine yet. The details surrounding the new engine, however, have been scarce, despite the manufacturer showcasing not one but two concepts built around the engine. The House of Munich has managed to keep the mill’s specs secret. Until now. The company has finally opened up and shared the details of the new engine. Here are the big lines. 


BMW finally came out with its own design in May, dubbed the R18 Concept. 
We now know that the model is heading for production and that it will launch sometime in 2020. Until now, however, the engine that underlines the new big German cruiser has remained a bit of a mystery. The displacement and the number of cylinders were the only available specs. Not anymore! We now get a full portrait of what’s going on inside the massive block. 
First off, to be specific, the engine’s displacement is 1,802cc rather than the round number it’s been referred to for the past few months. The two cylinders have a 107mm bore and the aluminum pistons, a 100mm stroke. The block alone weighs a staggering 244.3 lb—including the transmission and the intake system.


The engine’s over-head valve with dual camshaft set up is inspired by BMW’s early Boxers like the one found in the 1936 R5. To avoid excessive vibration of the crankshaft caused by the cylinders’ massive volume, an additional bearing has been added at the center of the shaft. 
What about power figures? We have those too! The new ginormous Boxer is expected to produce 91 horsepower and 116.5 lb-ft of torque at 3,000 rpm. BMW adds that the engine will max out at 5,750 rpm. 
Availability of the BMW R18 (provided that will remain the name once it hits production) has yet to be announced. 
For those of you familiar with all the technical lingo, I have joined the full BMW press release if you want to learn more about the finer details of the new engine. 
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Our big sale starts Black Friday and goes through Cyber Monday! That's Nov 29th through Dec 2nd.


All in stock parts and engines will be 20% off our already low posted prices. You must place your order by phone or in person and pick-up your parts locally or pay for shipping.

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This includes our entire used engine inventory! (Doesn't include labor, services, or used bikes)
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eBay store: www.ebay.com/str/metzmachines
Website: www.metzmachinesllc.com

The facts
These engines are both 60-degree V-twin engines, and to my eye, they appear to be unitized. (Looks like Harley and Indian are moving in the same direction, eh?) They’ll be rolled out in two new bikes, now officially announced as the Pan America and the Bronx. The Pan America, a bike Harley describes as being in the adventure-touring segment, will receive the new engine in a 1,250 cc displacement, and the Bronx, what H-D is calling a “streetfighter,” will sport a 975 cc version of the mill with the same name.

These models, a significant departure for the Motor Company, have come with precious few specifications. The 1250 engine is said to produce more than 145 horsepower and more than 90 foot-pounds of peak torque. The 975 is no slouch, delivering over 115 horsepower and 70 torques. Both engines are liquid-cooled, as expected, and dual downdraft throttle bodies are tucked into the vee. 

Harley does give a little peek into what to expect performance-wise. The Revolution Max “is designed to offer flexible performance with a broad powerband that builds to a surge of high-RPM power. Minimizing weight and maximizing performance, the Revolution Max provides a narrow powertrain profile that is integrated into the motorcycle as a stressed member of the frame to enhance center of gravity and handling. The fully balanced powertrain has an internal counter balancer that mitigates primary engine vibration to enhance rider comfort and improve vehicle durability.”

Harley does give a little peek into what to expect performance-wise. The Revolution Max “is designed to offer flexible performance with a broad powerband that builds to a surge of high-RPM power. Minimizing weight and maximizing performance, the Revolution Max provides a narrow powertrain profile that is integrated into the motorcycle as a stressed member of the frame to enhance center of gravity and handling. The fully balanced powertrain has an internal counter balancer that mitigates primary engine vibration to enhance rider comfort and improve vehicle durability.”

OK, so it’s got a balancer, and both motorcycles are going to be of stressed-member construction, and the engines will actually make some power, not shake the shit out of you, and probably offer a reminder of the products Harley used to make without actually being those products. Cool. I also see offset cylinders, which leads me to believe we have offset crankpins, as well. Hell, maybe this thing even uses plain automotive bearings! We are living in the future. 

I spotted some fun stuff there. I spied with my little eye radial-mount Brembo brakes on the Pan America, grabbing what appear to be fixed rotors, which is a bit of a curiosity. The bike’s wearing Anakee Wild tires, too… pretty aggressive, and those are wrapped around an edge-spoked wheel, a very nice touch. Side and top cases pictured are surely optional, and make me think Givi is building them for H-D, as they do for many other manufacturers. Spurg will be happy, too, that the passenger peg mounts are not welded to the subframe; I know that bugs him.

The Bronx is no less interesting. I see Michelin Scorcher tires (looks like the 11 tread pattern to me) and the rotors on that bike also appear to be fixed, rather than floating. There's a ton of photos in the gallery; go look and see if you find any interesting clues I missed.

See that handlebar? Look at the left clamshell. That’s a “normal” turn signal switch, not the usual-for-Harley arrangement. You know, with the right signal on the right clamshell that The Faithful have all become accustomed to over the past thousand years?

​New segments, a new engine, and a new way to make a right turn. By and large, these are not the changes their existing customers wanted them to make.

​Behind the windscreen, the Ninja 1000SX receives a new TFT color screen that allows the rider to easily navigate through the four new riding modes (sport, road, rain, and rider (customizable))and the traction control modes. The system is also compatible with the Kawasaki Rideology smartphone app that not only records riding data but also allows the owner to change certain settings from a distance. Also new to the 2020 model-year is the electronic cruise control, making the bike more comfortable on longer rides.  

The engine underlying the Ninja remains the same 1,043cc, inline-four we are familiar with but inside the block, a few changes were made. The cam profile has been modified to reduce running noise and cylinders one and four’s intake funnels are now shorter which helps reduce the bike’s emissions. At the back, the new single muffler is the last step of the new four-into-two-into-one exhaust system. The six-speed transmission mated to the engine is now equipped with Kawasaki’s proprietary up and down quick shifter. 

With these upgrades, the new 2020 Kawasaki Ninja 1000 sheds a little more of its crotch rocket image to become more touring friendly. Prices and availability of the new model have yet to be announced. 

Two new patent applications from Honda suggest the firm is readying updates for its bargain bobber, the Rebel 500, and add to a growing body of evidence that it has ideas of expanding the range.
With a bargain $6,199 price tag the Rebel 500 has been a hit since its launch in late 2016 but at three-years-old, it's inevitable that updates must be in the pipeline, and the new patents hint that the direction Honda is taking will expand the Rebel's appeal by allowing more derivatives of the bike to be built.
The first of the new documents illustrates a new chassis design that adds an innovative quick-change tailsection that opens the door to different seat and luggage options. The current model's rear frame section is a simple hoop that runs up behind the rider's seat, which means you can only add a pillion perch in the form of a skimpy pad atop the rear fender. On the new design, that hoop is removable and slides into openings on the welded-on section of the subframe, with just four bolts keeping it in place. That means it's simple for Honda to offer multiple different tail designs without altering the main sections of the bike. The patent focuses on a passenger-friendly rear end, with a slightly stepped, two-person seat instead of the separate rider and passenger pads of the current model.
A second patent, published at the same time, relates to a redesigned airbox on the Rebel 500, with a fresh air intake on the triangular panel on the left-hand side below the rider’s seat. The idea is to retain the same efficiency as the current design, or improve it, while simultaneously reducing the size of the airbox. That, in turn, allows the seat to be lower and the bike to be kept narrow in that area, making it easier than ever for short-legged riders to get their feet down.
Although not specifically mentioned in either patent, the drawings in both documents also show a revised exhaust system that appears to feature a larger collector box under the engine; exactly the sort of change we might expect on a next-generation Rebel as Honda battles to keep abreast of tightening emissions rules worldwide.

Back in Japan's "bubble era" of the late '80s a combination of Japanese license laws and an insatiable demand for technology led to a brief spate of exotic 250cc four-cylinder sportbikes. The Honda CBR250R, Suzuki GSX-R250, Yamaha FZR250R, and Kawasaki ZXR250 were only offered for a few, short years, briefly giving road-going riders the experience of bikes that revved as high as 20,000 rpm. Now Kawasaki is bringing those days back with the newly launched Ninja ZX-25R.

Revealed at the Tokyo Motor Show, the bike is a production model, but at the moment Kawasaki is still reticent when it comes to announcing key performance details. The firm has confirmed that it's powered by a 249cc, DOHC, four-cylinder engine with modern technology including traction control, multiple power modes, and a quickshifter.

​We understand the new ZX-25 is to be built at Kawasaki’s plant in Indonesia, and that’s also the bike’s main target market. Whether it will be sold elsewhere depends on two things. One is demand; will riders be prepared to pay four-cylinder money for a bike with 250cc performance? The other is emissions. High revving, small-capacity engines are particularly hard to get past the latest generation of pollution laws, so it will be interesting to find out how Kawasaki has addressed that problem. Since Indonesia’s emissions rules are some years behind those in places like Europe, Japan, and the US, there’s no guarantee the ZX-25 will be able to meet our limits, despite the appearance of a hefty catalytic converter in the belly-mounted exhaust. We certainly hope it will meet the requirements.