Peon Maface

Triumph Bonneville is one of those iconic motorcycles that even non-riders know the name of, perhaps because their father rode one back in the day. In recent years, the Bonneville has grown into a decent-sized family, and like all families, the Bonnevilles change over time. Today, the 2021 Triumph Bonneville family made their first public appearance, and apparently, they have been taking pretty good care of themselves during the pandemic. While Euro 5 compliance leads the list of changes each Bonnie model underwent, the good folks at Hinckley took the opportunity to grace a handful of key changes on each Bonneville model. 2021 Triumph Bonneville T120 Bonneville T120 and T120 Black The twin brothers of the Bonneville family have been working out in their spare time. While most of us have been sitting on our couches eating ice cream and watching Netflix, the T120 and the T120 Black have managed to lose a total of 15.5 lb. each instead of gaining their Covid-19. Power numbers from the 1200cc high-torque parallel-Twin remain the same at a claimed 79 hp at 6,500 rpm and 77 lb-ft at a low 3,500 rpm. By utilizing a lighter crankshaft and optimized clutch and balancer shafts, the engine’s rotating mass has been reduced for snappier throttle response. The engine’s service intervals have now increased to 10,000 miles. 2021 Triumph Bonneville T120 Black Let’s talk about the weight loss. The 18 in. X 2.75 in. front and 17 in. X 4.25 in. wheels are new 32-spoke aluminum rimmed units which pay off in multiple ways. They reduce unsprung weight and rotating mass, making for quicker steering and better road holding. The twin 310mm discs mounted to the wheels get squeezed by Brembo two-piston sliding calipers, which are assisted with ABS. The rear brake remains a Nissin two-piston caliper mated to a 255mm disc. On the technology front, cruise control is now standard and receives its own dedicated button on the handlebar. Additionally, the ride modes were massaged for an improved riding experience. Expect to see the Bonneville T120 and T120 Black in US showrooms in May 2021. The starting price for both models is $12,050. 2021 Triumph Bonneville T100 Bonneville T100 The smaller sibling to the 1200cc Bonnevilles, the Triumph Bonneville T100 features a 900cc parallel-Twin. Not only did the T100 lose weight to the tune of 9 lb., but it also gained in power output, too. The 84.6mm x 80.0mm engine bumped its horsepower a full 10 hp to 64 hp at 7,400 rpm, while peak torque checks in with 59 lb-ft at 3,750, and 80% of that before 2,000 rpm. The engineers even had time to increase the redline by 500 rpm. Part of the T100’s weight reduction comes from a low inertia crankshaft, lighter balancer shafts, a thin-walled clutch cover, and a magnesium cam cover. While the decrease in weight affects handling, the T100 also receives a higher-spec non-adjustable 41mm fork. The rear suspension remains twin preload-adjustable shocks. The same Brembo calipers and 310mm discs seen on the T120s make an appearance here, as does the ABS. The styling also received a smattering of changes. A new instrument face gives riders something pretty to look at, and the engine covers and cam cover received black power coating. Triumph also lists 117 factory accessories for your customizing pleasure. Expect the Triumph Bonneville T100 to appear in North American showrooms in March 2021 for a starting price of $10,500. 2021 Triumph Street Twin Street Twin If the latest 900cc High Torque parallel-Twin engine was good enough for the T100, it should be in the amiable Street Twin, too. This means that the Street receives the same 10 hp bump in power with improved emissions and fuel economy. As with the engine, the up-spec brakes make their way here, too. The Hinckley engineers didn’t stop there, though. The seat features a new 10mm thicker seat with a new foam that increases rider comfort while traveling 30 in. from the ground. Carrying the rider are new cast aluminum wheels with machined detailing. The bodywork and brushed aluminum detailing are also new. The Triumph Street Twin will hit American sales floors in March 2021 for a MSRP of $9,400. 2021 Triumph Street Twin Gold Line Limited Edition Street Twin Gold Line Limited Edition This bike is what happens when you take the already stylish Street Twin and give it a makeover. Only 1000 of these limited edition motorcycles will be made, and each will come with a certificate of authenticity. These hand-detailed custom motorcycles receive hand-laid gold pin striping with a Triumph heritage logo over the Matte Sapphire Black paint. The knee cutouts receive brushed aluminum surrounded by more gold. Even the wheels get the gold pin striping treatment. Finally, the new side panel which includes a custom Street Twin logo. You’ll have to wait until June 2021 to throw a leg over the Street Twin Gold Line Limited Edition and show up with $10,150. 2021 Triumph Bonneville Speedmaster Bonneville Speedmaster The cruiser in the Bonneville family receives the same engine changes as the T120 for improved power, responsiveness, and emissions. The front brakes get the Brembo treatment, too. The fork, however, gets higher-specification 47mm Showa cartridges. The preload-adjustable mono shock stays the same. Other than the new instrument face, the Speedmaster’s styling remains unchanged. 2021’s colors are: Jet Black, Fusion White/Sapphire Black, and Red Hopper. Look for it in March 2021 for $13,150. 2021 Triumph Bonneville Bobber Bonneville Bobber Fans of this stripped down Bonneville will be happy to learn that the Bobber has lost none of its elemental appeal and has gained the performance changes afforded to the 1200cc high-torque engine. In addition to the more responsive engine, the Bobber sports a new 3-gallon tank. The fork holds a new, fat 16-inch front wheel and the Brembo calipers of the other Bonnies. Finally, the engine gets some new clothes in the form of black powder coating on the engine, cam, and sprocket covers along with the new instrument styling. See the Bonneville Bobber in person in March 2021. It will have a $13,150 price tag with Matte Storm Gray/Matte Storm Ironstone, Cordovan Red, and Jet Black color options. The post 2021 Triumph Bonneville Family Receives Update appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/mTkts1EHyG4Source

The long wait is over, and the 2021 Harley-Davidson Pan America, first sleuthed out on MO in 2017 and announced in 2018, is finally here. Despite the “we’re not late to the adventure market; we invented it way back in the early 1900s” tone of the announcement video, the Pan America looks to be an exciting adventure bike. Still, the fact remains that the Motor Company is a late entry into the well-established, ridiculously-competitive adventure market. (Let’s not forget that much of the adventure segment’s growth is now in the ultra-hot middleweight class, not the heavyweights.) The Pan America is the most important new motorcycle Harley has announced in years, and it has a lot riding on it. After all, the latest quarterly report showed some rather large red numbers ($96 million in 2020’s fourth fiscal quarter). Regardless, we are always interested in what Harley has to offer as it makes another foray outside of the heavyweight cruiser/tourer market that it almost exclusively inhabits. We’ve been intrigued with what the name Pan America holds for the riding public since 2017, and we’re excited that the time is officially at hand. There will be two models, the Pan America 1250 ($17,319) and the Pan America 1250 Special ($19,999). Here are five things you need to know about the motorcycle that Harley has pinned so many hopes on in 2021.  1. Revolution Max 1250 Engine The Pan America introduces an all-new Harley powerplant to the world, and it contains several notable features. We’ll start with the basics. The engine configuration is a V-Twin, though the V is a 60° one instead of the traditional 45° V. The bore and stroke are 105mm x 72mm, yielding a 1250cc displacement paired to a 13:1 compression ratio. An oversquare configuration is a rarity among current Harleys (now that the VRods are gone), which rely on low- and mid-rpm torque for their motivation. An oversquare engine can also rev higher, and the Revolution Max tops out at a sky high (for Harley) 9,500 rpm. Moving down from the pistons, in a move calling on the Motor Company’s flat track racing experience, the connecting rods are offset by 30° and deliver a 90° firing order. Harley claims that this delivers smoother power at high rpm and provides pulses that may improve traction in some off-road environments. The 1250 also uses single-piece aluminum cylinders with a “nickel silicon carbide-surface galvanic coating” as is common among most performance motorcycle engines. This, along with magnesium rocker covers, camshaft covers, and primary cover, help to reduce the engine’s weight The Revolution Max 1250 Engine also represents Harley-Davidson’s latest, and most performance-focused journey into full-fledged liquid cooling. Since adventure bikes are used in widely varied conditions, including extended low-speed slogs through technical terrain, liquid cooling will help keep the engine and oil temperatures from skyrocketing. Also, by reducing engine noise, the designers have the ability to beef up intake and exhaust sound while observing EPA regulations. 2. Overhead Cams and Variable Valve Timing You read that right. There are no pushrods in the Revolution Max engine. Instead, the heads feature DOHC and four valves per cylinder. The valves themselves are operated by roller-equipped fingers. Additionally, to keep the actuators in constant contact with the valves, hydraulic lash adjusters are utilized, making the valves maintenance-free. Plus, from a performance perspective, the hydraulic lash adjusters allow for more aggressive cam profiles since the followers are kept in constant contact with the cam surfaces. And now, Variable Valve Timing. According to MO Sleuth, Dennis Chung: “The VVT is a bit of a surprise, as there had previously been no indication it would be used on this engine. We knew Harley was working on VVT, but all previous evidence linked it to a pushrod engine, not a DOHC.” This technology will be a real help in adventure riding scenarios, where having both low-rpm grunt and high-rpm power will pay off from the single track to canyon highways. (We’d be remiss if we didn’t point out that two direct competitors of the Pan America, the BMW R1250GS and the Ducati Multistrada Multistrada 1260 Enduro, also use variable valves.) Harley also notes that “VVT may improve fuel efficiency and increase range from each tank.” Additionally, when the engine shuts down, the intake cams are set to full retard while the exhaust cams are set to full advance, resulting in lower compression for easier starts. The cam-timing magic is accomplished via a solenoid plunger that controls ported hydraulics to alter the timing. All of this adds up to a broad, flat power band with 94 lb-ft torque and 150 hp peaks. 3. Modular Chassis and Semi-Active Suspension Since Harley considers the Pan America to be a performance motorcycle, the chassis was designed around achieving a certain power-to-weight ratio. As was seen in the construction of the engine, lightness was a primary focus. The same is true of the chassis, which uses the engine as a stressed member, thus eliminating Harley’s traditional frame structure. The result is three distinct elements that bolt directly to the powertrain: the front frame, the mid frame and the tail section. (Note: this should also facilitate the use of the Revolution Max engine in other models.) A cast-aluminum swingarm is used for weight savings. Surprisingly, cast-aluminum wheels are used instead of spoked units, which are more off-road worthy and durable. Still, the hoops are 19- and 17-inches front and rear, respectively, for a wide range of adventure tire options. (Tubeless laced wheels are an option on the Pan America 1250 Special model.) The primary tire fitment is bespoke Michelin Scorcher Adventure tires with Michelin Anakee Wild as a more off-road focused factory option. For suspension choices on the 62.2-inch wheelbase Pan America, Harley has created two different models. The base model has fully-adjustable Showa suspenders front and rear, with 7.48 inches of travel at both ends. (Who knew that Harley could give riders real rear suspension travel?) It wouldn’t be a Harley without a ton of available factory accessories. The Pan America 1250 Special ups the ante with a Showa semi-active suspension, which “Utilizing data provided by sensors on the motorcycle… automatically controls damping to suit the prevailing conditions and riding activity.” Additionally, the Vehicle Loading Control system adjusts the rear suspension sag by sensing the load weight and altering the rear preload accordingly. Finally, as an innovative factory option on the Special, Adaptive Ride Height alters ride height based on motorcycle movement. At a stop, the seat height is lowered by 1-2 inches, but raises the bike to normal 33.4-inch to 34.4-inch ride height once under way. This will be a game changer for shorter adventure bike fans. 4. State-of-the-Art Electronics As one would expect from a modern motorcycle, the Pan America features ride-by-wire throttle and the electronic adjustments it facilitates. The five ride modes include: Road, Sport, Rain, Off-Road, and Off-Road Plus. Each of those modes include specific settings for power delivery, engine braking, Cornering Enhanced Antilock Braking System (for the Brembo brakes), and Cornering Enhanced Traction Control System. Switching is allowed on-the-fly as road conditions change (although Harley says there are un-specified exceptions). The cockpit features a ton of controls. Look closely, and you’ll see the semi-active suspension. The domination of the motorcycle world by IMUs continues with the 1250. After all, how can a current motorcycle not receive technology that has the capability to increase both fun and safety? To that end, the Pan America sports Cornering Rider Safety Enhancements, which is Harley-speak for Cornering Enhanced Electronically Linked Braking, Cornering Enhanced Antilock Braking System, Cornering Enhanced Traction Control System, Cornering Enhanced Drag-Torque Slip Control System, and Hill Hold Control. 5. Modern Amenities Not surprisingly, the Pan America carries TFT instrumentation that has grown so popular in recent years. However, there is one nifty feature that not many motorcycles have: adjustable tilt to optimize the rider’s viewing. The instrumentation also pairs to iOS and Android phones through an app for entertainment and navigation. The 6.8-inch TFT offers screens of information galore. While the standard Pan America receives cruise control, you’ll have to step up to the Special to get standard heated grips. The Special also receives a Tire Pressure Monitoring System. Special owners also benefit from the Advanced Daymaker Adaptive Headlamp, which also illuminates three cornering LEDs on each side based at 8 degrees, 15 degrees, and 23 degrees of motorcycle lean. For now, that’s all we know about the 2021 Harley-Davidson Pan America, but you can bet that we’ll be sampling one as soon as the Motor Company’s media department lets us throw a leg over one and put it through the paces. 2021 Harley-Davidson Pan America 1250 Specifications Specifications Pan America 1250 Pan America 1250 Special MSRP $17,319 $19,999 Engine Type 1250cc liquid-cooled, 60° V-Twin, DOHC, four valves per cylinder Bore and Stroke 105mm x 72mm Compression Ratio 13:1 Rear Wheel Horsepower 150 hp Torque (claimed) 94 lb-ft @ 9,500 rpm Transmission 6-speed Final Drive Chain Front Suspension 47mm inverted fork with compression, rebound and spring preload adjustability 47mm inverted fork with electronically adjustable semi-active damping control Rear Suspension Linkage-mounted, piggyback monoshock with compression, rebound and hydraulic spring preload adjustability Linkage-mounted monoshock with automatic electronic preload control and semi-active compression & rebound damping Front Brake Dual radially mounted, monoblock, 4-piston calipers Rear Brake Floating, single piston caliper Front Tire 120/70R19 60V Michelin Scorcher Adventure, Michelin Anakee Wild (option) Rear Tire 170/60R17 72V Michelin Scorcher Adventure, Michelin Anakee Wild (option) Rake/Trail 25°/6.2 in. Wheelbase 62.2 in. Seat Height 34.2 in., 35.2 in. Curb Weight (Claimed) 534 lbs. 559 lbs. Fuel Capacity 5.6 gal. Colors Vivid Black, River Rock Gray Vivid Black, Gauntlet Gray Metallic, Baja Orange/Stone Washed White Pearl The post 2021 Harley-Davidson Pan America 1250 First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/fw6tRBp91NUSource

2021 KTM 890 Adventure REditor Score: 92.5%Engine 19.0/20Suspension/Handling 15.0/15 Transmission/Clutch 8.0/10Brakes 9.0/10 Instruments/Controls4.5/5 Ergonomics/Comfort 8.75/10 Appearance/Quality 9.5/10Desirability 10/10Value 8.75/10Overall Score92.5/100Back in December, I included the KTM 890 Adventure R in our selection of most anticipated motorcycles of 2021. This was a list of the staff’s most anticipated bikes, mind you. As I mentioned there, the bike was hot on my mind because I knew I would have the chance to swing a leg over it soon. I mean, how could I not be excited about a motorcycle that is capable of long days of travel while simultaneously being able to tackle the toughest terrain you’re willing to take it over. Folks the likes of Chris Birch and Quinn Cody have shown that the KTM isn’t likely to be the limiting factor. If you have the talent, the Adventure R will get it done. The KTM 790 Adventure R impressed me in Morocco where the machine’s stellar performance helped me make it through one of the most rigorous (see: fun) press launch tests I’ve had the opportunity to attend. Thankfully, the time has finally come for Motorcycle.com to have a whack at the new and improved 2021 KTM 890 Adventure R. I’ve already put hundreds of miles (more paved than I would like) on the bike and, like before, the motorcycle continues to impress. Although we’ve already published our 2021 KTM 890 Adventure R First Look, let us take a moment for a quick recap of the updates that turned the 790 into the 890 Adventure R. What’s changed with the 2021 KTM 890 Adventure R? We should probably start with the obvious, and that’s displacement! The 790’s 799cc LC8c Parallel Twin has been enlarged to 889cc with a larger 90.7 mm bore and 68.8 mm stroke. With that came a higher compression ratio (13.5:1 versus 12.7:1), larger valves, lighter pistons, new connecting rods, and revised cam profiles. Each throttle body receives new sensors to measure the manifold pressure and adjust the mixture on a per-cylinder basis for improved throttle response and more precise throttle inputs. Add it all together, and you get a parallel-Twin that KTM claims puts out 105 hp and 73.8 lb-ft of torque. Essentially, these are the same updates given to the KTM 890 Duke R which we covered in our First Look and First Ride of the 2020 KTM 890 Duke R. Moar is moar. But we’re here to deliver you impartial numbers, not just what the manufacturer claims. When we hoisted the big, er, middleweight girl onto the dyno, she cranked out 91.5 hp at 8200 rpm and 63.8 lb-ft of torque at 6800 rpm. If we compare that to our most recent dyno run of the 790 Adventure R, we’re looking at an increase of 7.5 horses and 6.5 pound-feet of torque. Not far off of KTM’s claimed increase of 10 hp and 8.9 lb-ft of umph from the 790 moto. Our dyno guru also suggested the TKC80’s fitted to the bike could cost a 3% loss in power numbers due to the lack of rubber on the dyno’s roller, which then brings the number even closer to KTM’s claimed increase in powuh. A 90cc boost in displacement, updated internals and transmission as well as electronics all help to deliver tractable power – and more of it. In addition, the 890 has also undergone changes in the transmission. An updated Power Assist Clutch (PASC) gets new friction plates. Shifting is made quicker and easier by a lighter shift-detent spring and shorter throws between gears. Fourth, fifth, and six gears receive a glass bead blasting treatment for improved reliability. A lighter subframe and aluminum steering head tube are the main changes to the chassis while the fully-adjustable WP XPLOR suspension remains relatively unchanged aside from some valving updates in the shock. The low-slung 5.3-gallon tank remains as well. Just look at how light that subframe is! I could barely keep it on the ground! Or maybe that was because I forgot to back out the preload when we ventured off-road initially? At any rate, here’s a fun fact: I was heading uphill in this picture. Updates are said to have been made to the rear brake by way of new “isolated” pistons – which means isolation plates between the pads and pistons for better heat management. While all of that sounds great, there are some changes we’re not as happy to see. The MSRP has gone up $500 to $14,199 which, by itself isn’t terrible, but what rubs salt into this flesh wound is that Rally mode – one of my favorite features from the 790 ADV R (and one that was standard on the R trim) – is now a $200 optional upgrade. The $200 Rally pack includes adjustable traction control and throttle response as well as the Rally ride mode. If you’d like the full Tech Pack that adds the up and down Quickshifter+ and cruise control in addition to the Rally Pack, you’ll be forking over an extra $550 on top of the MSRP. It also appears ABS can no longer be disengaged entirely, rather you have the option between Road and Off-road ABS settings. So, how does it stack up? To the competition? It’s still the off-road dominating middleweight adventure bike that we’ve come to know over the past two years. In our last shootout with the 790 ADV R, it was quickly apparent that the 790’s off-road manners were unparalleled by the other two bikes involved. That shootout was missing one crucial component though – the Yamaha Tenere 700. The 790 Adventure R also took the top spot for power-to-weight ratio in that comparison – a place the 890 is likely to remain having gained only two pounds in its genesis over the 467-pound 790 Adventure R. But something’s missing… How the 2021 KTM 890 Adventure R stacks up to its smaller older brother is an entirely different story. The 790 Adventure R left a big blown out rut in the dirt for all other adventure bikes to follow, including its successor. When the 890 Duke R replaced the 790 Duke it was a game changer. Better suspension, revamped ergos, better brakes, and that stonkin’ 889cc powerplant – and all for only $1200 more than the 790 Duke! The Brembo Stylemas alone will cost you nearly that much. That decision, to me, was a no brainer. The 890 Duke R gets my money every day of the week and twice on Sunday. It also won my vote (and Troy’s) in the last comparison we did against the Triumph Speed Triple RS. But does the 890 Adventure R deliver the same TKO as the 890 Duke R? I believe I can… get this machine landed and stopped before that pile of shale! The 890 Adventure R is everything the 790 was and more. That is undeniable (aside from Rally mode not being included as standard, I’m not bitter, you’re bitter). It has the new powerful, punchy motor. The transmission updates are appreciated, but not without some flaws – every time you put the bike in neutral you must roll it around to get it to slip into first, and the Quickshifter+ function on our test bike may as well have not existed. And many of the updates to the engine internals can’t be felt while riding. The lighter subframe is great for keeping weight down, but it didn’t make a difference to me while on the bike. The 890 ADV R is nearly the same weight as before having gained only two pounds at 469 lbs – a commendable weight in this segment. Thankfully, the same WP XPLOR suspension we praised on the 790 Adventure R is found on the 890 with slight revisions to the shock’s damping. The WP suspension still kicks the ass of every other bike’s getaway sticks in this category and is a big reason why the middleweight KTM Adventure leads the segment off-road. The brakes are strong enough for blasting around a twisty road while being more than powerful enough for off-road riding. I’m pleased to see updates made to the rear brake, but it wasn’t discernable in my somewhat limited testing at this point. My biggest reasons to look forward to the 890 Adventure R were more torque lower in the rpm-range, and the 20% increase in crankshaft mass that would hopefully help the bike resist stalling. During my testing off-road it did feel less prone to stalling through corners or tip-toeing around at low speed, but not night-and-day different. At least without riding them back-to-back. Where I felt the biggest change was how well the bike managed traction. Hauling the mail on the 890 Adventure R can become an exhilarating experience quickly because rather than lighting up the rear, even in the lowest TC setting, the bike manages to put traction to the ground that propels you forward like you’re on a 91-horsepower dirtbike, because well, you are. The extra hp sauce and torque are there, but the engine retains a somewhat manic character. Tom Roderick called the 790’s Parallel Twin “one of the best parallel-twin engines I’ve ever had the pleasure of riding.” Our guest tester, AMA Supersport and dirt track champ, Eric Bostrom mentioned the 790’s mill was too aggressive off-road until we tamed it by putting the bike into Off-road mode. The 890 is basically the same story with more power and torque throughout the rev-range. Off-road, unless you throttle back the motor with the electronics, it does tend to start off a little slow down really low before jumping into the meat of its power quickly and aggressively. This can all be tuned with its electronics however, which makes switching from aggressive canyon carving straight to tractable off-road riding all the more satisfying. On-road, the additional power corrupts, as twisting your wrist in any gear, freeway speeds or not, delivers a powerful forward thrust that is nothing short of addictive. The dyno chart comparison shows that the 890 makes power in nearly the same manner, just more of it throughout. More is more, right? We praised the 890 Duke R for it’s new motor, and while the changes aren’t as significant with the Adventure’s state of tune, it’s still a hoot to twist the throttle. Roadies A lot of folks have complained across the net that reviews of this bike, or any other “Adventure” or “R” model ADV machine for that matter, focus too much on the off-road performance with little consideration for the riders who plan to do 80% or so on-road and only 20% of filth. So, I want to take a second to mention the points that stand out about this bike on the street. Ergonomics are pleasantly neutral with a nice upright seating position and the handlebar can be adjusted in six different positions to fine tune the cockpit for different size riders. The seat height does feel every bit of its 34.6 inches – it’s tall. The suggested standard suspension settings (“standard” for Street and Off-road are the same aside from the shock’s spring preload) struck a good balance off-road for our mix of rocks and sand, but for spending most of your time on pavement, you’ll want to soften both end’s damping. Large bumps on the freeway are sharply transmitted to the rider but can easily be smoothed out thanks to the easily adjusted suspension on both ends. If your plan is to hustle through the twisties, you might consider swapping the TKC80s. They can get a little squirmish. The motor is pretty great around town and at freeway speeds. It has the torque to shoot around town or on your favorite twisty road as well as the ability for quick propulsions on the interstate. The brakes are plenty strong enough on both ends, if slightly touchy, and the fork (as if I hadn’t praised WP enough) does an excellent job of resisting dive on the street – something adventure bikes tend to have issues with. Folks familiar with the previous setup will be at home with the 890’s as not much has changed. Again, it comes down to the adjustability of the electronics and suspension that will allow you to set this bike up the way you want. If you like the Adventure styling, comfort, or whatever, there are also options on the streetier end of the spectrum by way of the standard 890 Adventure ($13,099) as well as the option to snag one of the limited-to-700 890 Adventure R Rally models ($19,999) should you swing the other way. Wrap it up already The 2021 890 Adventure R feels like an excellent successor to the 790’s dominance of real off-road adventure riding. There’s nothing aside from the lower price (and standard Rally mode) that I’ll miss from the 790. I do have to wonder though, if a dealer had a few 790 Adventure Rs sitting on the floor that they were looking to blow out next to a full-priced 890 Adventure R, which would I pick? The 890 Adventure R is my cup of ADV tea, I prefer to give up some touring niceties that other bikes in the class have – like the Triumph Tiger which is loaded with modern touring comforts – for extra ability off-road. Is it best in class? At this point, it’s hard to say. There’s only one way to find out… 2021 KTM 890 Adventure R + Highs Stonkin’ new powerplant Everything we loved about the 790 is still there (almost) Confidence-inspiring – Sighs Overconfidence-inspiring? Higher price tag with fewer standard features Its biggest competitor on the showroom floor is the 790 Adventure R In Gear Helmet: Alpinestars Supertech M8 $580 Jacket: Alpinestars Venture R Jacket $220 Jersey: Alpinestars Venture R $50 Armor: Alpinestars Bionic Pro $192 Pants: Alpinestars Venture R $150 Knee braces: Asterisk Ultra Cell $693 Boots: Alpinestars Tech 10 $600 2021 KTM 890 Adventure R Specifications MSRP $14,199 Engine Type 2-cylinder, 4-stroke, Parallel-Twin, liquid-cooled with water/oil heat exchanger Bore x Stroke 90.7 mm x 68.8 mm Displacement 889cc Horsepower 91.5 hp at 8200 rpm (measured) Torque 63.8 lb-ft at 6800 rpm (measured) Engine Management Bosch EMS with RBW Lubrication Forced oil lubrication with 2 oil pumps Transmission 6-speed Clutch PASC anti-hopping clutch, mechanically operated Starter Electric starter Chain 520 X-Ring Frame Chromium-Molybdenum-Steel frame using the engine as stressed element, powder-coated Front Suspension Fully-adjustable WP XPLOR-USD, Ø 48 mm, 9.4 inches of travel Rear Suspension Fully-adjustable WP XPLOR monoshock, 9.4 inches of travel Front Brake Dual 320 mm discs with radial-mount four-piston calipers Rear Brake 260 mm disc with two-piston floating caliper Front Wheel 21 x 2.15 wire-spoked wheel Rear Wheel 18 x 4.00 wire-spoked wheel Front Tire 90/90-21 Continental TKC 80 Rear Tire 150/70-18 Continental TKC 80 ABS Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable) Rake 26.3° Wheelbase 60.2 inches Seat Height 34.6 inches/35.8 inches Fuel Capacity 5.3 gallons Dry Weight 469 pounds wet (measured) The post 2021 KTM 890 Adventure R Review – First Ride appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/KZpcJ1ZX_VYSource

Ducati is preparing to add a Pikes Peak version of the Multistrada V4 and another Scrambler variant for the 2021 model year. A Multistrada V4 Pikes Peak makes a lot of sense, as Ducati has offered a similar variant for the previous 1260 and 1200 Multistradas. Ducati continued offering a Multistrada 1260 Pikes Peak even after it switched from the ‘Strada to a prototype Streetfighter V4 for the 2019 Pikes Peak International Hill Climb (which we’ll always remember for Carlin Dunne’s tragic accident.) Even though motorcycles are no longer allowed to compete in the Hill Climb, the tradition appears to continue as the U.S. Environmental Protection Agency’s certification for the 2021 Multistrada V4 includes a Pikes Peak variant. Beyond using the same engine, the certification does not tell us what to expect from the 2021 Ducati Multistrada V4 Pikes Peak. We can, however, make a few guesses based on how the previous Pikes Peak bikes. The 2020 Ducati Multistrada 1260 had a special Corse livery and Öhlins suspension among other upgrades. The Multistrada 1260 Pikes Peak used Öhlins suspension instead of the 1260 S’ Skyhook suspension, so we can likely expect the same here. The previous Pikes Peak Multistrada had forged light alloy wheels, and that should also return for the V4 version. Naturally, the Multistrada V4 Pikes Peak will have its own, distinct color scheme. Meanwhile, we believe Ducati may be adding a new Scrambler Icon Bright to its lineup for 2021. For one thing, Australia’s vehicle certification system lists the Bright variant alongside the Icon Dark and Nightshift. The plain old “Scrambler Icon” was not mentioned in the filing, so it’s possible “Bright” may have just been a description to differentiate it from the Icon Dark. However, the Scrambler Icon Bright also shows up on the owner’s manual download page of Ducati’s own website, listed as a 2021 model. The Icon, Icon Dark and Nightshift are also listed separately on that page as 2021 models, suggesting that the Bright is a completely separate variant. The Australian certification included the image below. This Scrambler has the wire-spoke wheels, flat handlebar, bar-end mirrors and twin exhaust of the Nightshift, but a bright yellow paint and the seat and seat cover similar to those of the Scrambler Full Throttle which did not return for 2021. The fuel tank doesn’t have the silver side panels of the Icon models though, making it less of an “Icon Bright” and more of a… “Dayshift”? Either way, it appears that Ducati has at least two more model variants to add to its 2021 lineup. We expect to hear more details of the Multistrada V4 Pikes Peak and Scrambler Icon Bright soon. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post The Ducati Multistrada V4 is Getting a Pikes Peak Edition appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/00tRMTIBO68Source

Harley-Davidson laid out the details for The Hardwire, the company’s new strategic plan for the next five years. Highlights of The Hardwire include investing in the touring and heavyweight cruiser segment, expanding into new segments and creating a new division dedicated to electric motorcycles. The Hardwire’s goals from 2021 to 2025 include a mid single-digit annual growth in revenue and a steady improvement in operating margin from motorcycle sales as well as a double-digit growth in Harley-Davidson Financial Services (HDFS). Capital spending will range between $190-250 million annually, including expanding Harley-Davidson’s digital ecosystem and establishing the new electric vehicles division. Harley-Davidson also targets a low double-digit growth in earnings per share. The Hardwire builds on the groundwork set by the previous Rewire strategy and consists of six key priorities: Investing in Harley-Davidson’s most profitable segments Selective expansion into new segments Leading in electrification Growth in non-motorcycle businesses Connecting with customers Inclusive stakeholder management Most of these priorities come as no surprise, as they continue trajectories established by the Rewire. The first two priorities go hand-in-hand, as Harley-Davidson strikes a balance between its existing segments – large cruisers, touring motorcycles and trikes – and new segments like adventure touring with the new Pan America. Jochen Zeitz, chair, president and chief executive officer of Harley-Davidson, says the company will establish a 70-20-10 construct; a 70% focus on its core segments, 20% on new segments, and 10% on other opportunities including small displacement models. Harley-Davidson’s Core Segments Putting the bulk of its focus on its existing segments is a conservative choice, and one Harley-Davidson has made time and time again. While this approach tends to draw the scorn of critics, it’s the smart decision, as heavyweight cruisers, tourers and trikes have proven to be highly profitable for Harley-Davidson with strong margins. Critics argue that Harley-Davidson needs to branch out into new segments, but doing so requires establishing a strong core business in order to fund development of new segments and balance against the inherent risks. New Segments The 20% focus on new segments also reflects a conservative approach. Zeitz says Harley-Davidson will selectively focus on segments where it sees a balance of volume, margin and potential, and where the company sees a clear path to leadership. “By narrowing our focus on those opportunities that meet these criteria, we make our intention clear: we will be in them to win,” says Zeitz. Harley-Davidson believes the Pan America meets these criteria, with potential for growth, and it sees the adventure-touring segment as an extension of Harley’s touring heritage. Across the industry, we’ve seen adventure bikes effectively supplant the sport-touring segment, so perhaps Harley-Davidson sees potential for customers deciding between traditional touring and adventure-touring products. Not mentioned at all is the streetfighter segment which was to be occupied by the Harley-Davidson Bronx. The implication here is that Harley-Davidson doesn’t see potential for either profitability or market leadership in this competitive segment. Officially, the Bronx remains indefinitely delayed, but reading between the lines, it’s becoming clearer that the streetfighter no longer fits into the company’s plans. The 20% focus does includes the middleweight cruiser segment, which Harley-Davidson intends to reinvent and increase profitability using the new Revolution Max engine (which also powers the Pan America). “Our new Revolution Max engine provides a versatile platform that enables expansion across segments,” says Zeitz. “This will provide us with what we believe is a highly competitive and profitable path in a segment that expands our relevance to a great customer set beyond our stronghold offerings.” Harley-Davidson has been teasing this new middleweight cruiser with images of its Custom 1250 prototype, and Zeitz says we will see more of this on Feb. 22 with the Pan America’s launch. The remaining 10% of the company’s focus will be on other new avenues including premium low-displacement models with partnerships. Harley-Davidson is already partnering with China’s Qianjiang on a small displacement model, and in October, signed a licensing and development deal with India’s Hero Motocorp. Electrification As we previously reported, Harley-Davidson recently removed mentions of its electric concepts from its website. While this move created some doubt about the Harley’s EV plans, The Hardwire reaffirms the company’s commitment with the establishment of a new division for electric motorcycles. “Our combustion motorcycles will drive our business for years to come, however our electric motorcycles are important to our long-term success,” says Zeitz. “We are fully committed to, and passionate about leading in electric motorcycles.” The new division will have full autonomy of EV development and operate separately from the internal combustion development. This will allow for more agile decision making and execution, and allow for potential external partnerships for future developments. Interestingly, Zeitz spoke about how the traditional model year structure doesn’t apply to electric vehicles the same way it does with internal combustion motorcycles. With electrics, the focus is on new technologies rather than annual iterations, which may explain why there was no mention of the LiveWire with the rest of the 2021 model year announcements in January. Growth in Complementary Businesses While motorcycle sales drive the company, it’s not the only area where Harley-Davidson makes money. Harley-Davidson Parts & Accessories and general merchandise sales will be an important part of The Hardwire, as well as HDFS. Under The Hardwire, Harley-Davidson will refresh its product offerings and drive sales both online and in dealerships. HDFS will also be expanded globally, while also including a “Harley-Davidson Certified” Program for pre-owned motorcycles. Customer Experience Under the Hardwire, Harley-Davidson will seek to attract both new and existing customer bases. Zeitz spoke about the perception of Harley-Davidson’s aging demographics, arguing that its customer base is in line with the industry. “Our data suggests there’s a more nuanced story to be told. Our customers are diverse, joining motorcycling and the brand at all life stages including younger age groups,” says Zeitz. “While we automatically skew towards middle-aged riders, given the segments we are in, our customer age profile is very similar to that of our closest competitors.” What the company does well, according to Zeitz, is having customers enter and remain with Harley-Davidson as they age. As such, Harley’s digital marketing efforts will target a range of age demographics. Inclusive Stakeholder Management A significant part of the Rewire included cutting up to 700 jobs in 2020, but under The Hardwire, Harley-Davidson will now focus on attracting and retaining talent. Harley-Davidson will be offering stock options to approximately 4,500 employees, from factory workers to executives. The Hardwire also sets a goal for the company to have a net zero environmental impact. Will The Hardwire Succeed? It’s too soon to tell whether The Hardwire will work, but Harley-Davidson has a lot of ground to make up. Despite a relatively positive third quarter, the final quarter saw a net loss of $96 million, resulting in a year-end net profit of just $1.3 million for the 2020 fiscal year, compared to a net income of $423.6 million in 2019. Motorcycle shipments to dealers fell 32% to 145,200 units, though much of that was planned to correct an over-supplied market and reduce discount pricing. Harley-Davidson faces a lot of challenges ahead, so we’ll see how things move forward from here. The next step will be the Feb. 22 launch of the Pan America, followed by further details of the Custom 1250 and the establishment of Harley-Davidson’s new electric vehicle division. 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Before we get too far into this, let’s face it, smartphones have come a long way and are capable of doing things most don’t understand and some can’t comprehend. Navigation, however, is one of the features people from all walks – and levels of technological literacy – use on a daily basis. A smartphone works quite well for nav among dozens of other things, occasionally at the same time. So are standalone GPS units even worth having around anymore? As phones continue to advance – as well as GPS units – the lines between the two continue to become more blurred. Let’s have a closer look at the pros and cons of both. Smartphone VS GPS ULTIMATE DEATHMATCH!!! Most smartphones have a lot to offer by way of modern conveniences. In fact, convenience is probably the biggest pro that smartphones have going for them. One device to rule them all. You can do so much with modern smartphones in addition to navigation. Having one device to carry around is the ultimate convenience. On the flip side, I wouldn’t want to mount my smartphone – that I use and rely on for so many other things – on the handlebars of my dirtbike. I think I paid $120 for the first Garmin GPS that I used for navigating off-road. That is significantly less than the Samsung Galaxy S20+ that I keep safely stowed in my pack during rides. Most GPS units built for motorcycling or outdoor use are built to MIL-spec standards that include weatherproofness and impact resistance. Heck, when I was on vacation in Nevada, my GPS unit ended up separated from the motorcycle and down the trail from a hard, fast get-off. Afterward, it worked as though nothing had happened without a scratch on the thing. At one time you might have been able to argue that the screens on cell phones were too small, but that’s no longer the case. The Garmin Montana 700i sitting on my desk has a five inch screen while the Samsung Galaxy’s next to it measures over 6.5 inches. And while the Montana 700i screen is pretty brilliant for a GPS, the Samsung’s is at a different level. That said, I don’t need all of those pixels while I’m on the motorcycle, and GPS units made specifically for riding put an emphasis on visibility in adverse or pleasant sunny conditions. Most can also be used with gloved hands. If size matters, which some say it does, there’s no real competition for the smartphone. Battery life is another point of consideration. For a phone, running GPS-based apps takes a lot of effort. A GPS is built to provide maximum performance for one thing, navigating. Both can be tailored to use less battery life by changing settings, but there’s a good chance the standalone GPS unit will outperform a phone. And, if you find yourself in trouble at the end of the day, it’s probably better to have a dead GPS and a fully charged phone than the other way around. That said, this point is moot if you have a wired power connection on your motorcycle for a phone or GPS. Then there’s the point of actual GPS functionality. A phone’s GPS works best when it can connect to the internet, cellular service, and satellites because most smartphones use a form of GPS called A-GPS – A for “assisted”. This means the phone uses all three of the aforementioned data points to present the user with navigation, traffic info, etc. Unless you have downloaded maps in advance, your phone will need to continuously download map information about your trip along the way. With a standalone GPS, a much larger map is actually native on the device itself, not just a portion – to an extent anyway. Most GPS devices will include maps of the area where it was sold, North America, for example. Google, or whatever navigation app you use, may have some map data cached, but not nearly the amount a GPS unit has. An advantage of A-GPS is that it will work indoors. If you have access to the internet and/or your mobile network, you can preview or research routes inside. With a GPS, the receiver will need to have an unobstructed view of the satellites for it to connect. Speaking of Google, it’s public knowledge that Big G hoovers up as much data as it can from whatever Google product you might be using. For those who are concerned about privacy, using any smartphone-based app will likely be a deal-breaker. In the case of GPS, nothing is being transmitted out of the device (unless you tell it to do so with newer GPS features). The GPS satellite receiver gets its coordinates from satellites, where you are or are going, and displays it on the map. Stand alone GPS units also work well for traveling, particularly for traveling internationally. Most of the time, for smartphone users, if you travel from, say, the US to Spain, your cell phone provider will ding you with an international usage fee if you plan to use your cell phone while you’re traveling. A GPS – as long as you have the region you’re traveling to downloaded – will work just as well as it did back home. In my experience, even when I have paid to use my smartphone internationally, it never works quite as well as it does back home. If you’re still considering a motorcycle GPS at this point, I’ve included a few of the top units below. Garmin Montana 700i The Montana has been a favorite of off-road and adventure riders for many years. It has a large, well-lit, five-inch touch screen and enough memory to store tracks for a ride around the world. It also has the ability to store multiple map sets simultaneously, allowing you to switch from a hard-core topographic map set to a more road-friendly set, like City Navigator. Though the Montana is marketed toward hiking, there are plenty of riders we know who swear by them for use off-road. The Montana 750i features an eight megapixel rear facing camera which automatically geotags pictures, helping you to better remember points of interest when looking back at your tracks. The 700 series also includes a built-in three-axis compass with barometric altimeter and the ability to share your files with other compatible Garmin units wirelessly. The Montana 700 series gains extra functionality if you link it to your smartphone such as live weather updates. See, they can work in harmony. In addition to that functionality, with the 700i and 750i, you can purchase a separate satellite subscription which will then allow you to use Garmin’s inReach SOS technology should you find yourself in trouble. This also allows messages to be sent via satellite which can come in handy if you’re waayyy out of cell service. A great unit for those focused on off-road riding while still being able to navigate the odd stretch (or more) of pavement. Shop for the Garmin Montana 700i here Garmin Zumo 396 LMT-S Garmin’s Zumo 396 LMT-S is the slightly smaller brother to the 595LM. The Zumo line was the first truly motorcycle-specific GPS offered on the market. Since its inception, it’s been refined with thousands (if not millions) of user-tested miles on motorcycles. Though intended primarily for use on streetbikes, it can also be used for mild adventure riding, too. Like all Garmin products, it uses Garmin’s collection of proprietary mapping products with domestic and international coverage. The Zumo 396 LMT-S packs a GPS-load of features for its price point. The unit features a 4.3-inch glove-friendly, sunlight-readable display which is resistant to harsh fuel vapors as well as UV rays it will likely find itself in the majority of the time. As far as software goes, users will have the ability to connect their smartphones via the Smartphone Link app which allows for hands-free calling, smart notifications, and control of music playlists. Live weather and traffic information can also be viewed when the Zumo 396 LMT-S is connected to your smartphone. Garmin Adventurous Routing helps riders find the best roads for motorcyclists with adjustable parameters such as hills, curves, and the option to avoid major highways. Automatic incident reporting and rider alerts are also helpful to give a heads-up for upcoming curves, animal crossings, and real-time traffic incidents. Wi-fi is also available for easily keeping your maps up to date. To round out the laundry list of features, the 396 LMT-S has a built-inservice log in which you can set notifications for service items such as brake pads, air filters, etc. to be checked. Shop for the Garmin Zumo 396 LMT-S here TomTom Rider 550 TomTom has been designing and manufacturing GPS units with a solid motorcycle pedigree for a long time. Several OEMs have partnered with TomTom for original equipment installations on premium streetbike models. Though TomTom seems to have lost the battle with Garmin for popularity, they still produce a quality product, which is seen in the Rider 550. TomTom’s maps, traffic, and safety camera alerts are all available to Rider 550 users for the useful lifetime of their GPS. Bluetooth smartphone connectivity is available for calling and messaging as is the ability to use Google Now and Siri voice controls with your connected helmet. Like Garmin’s adventure routing, TomTom too allows for elevation and curve level setting when constructing routes to deliver motorcyclists the desired thrill they are looking for. If you’ve got any friends, you can share your route through social media, email, or by GPX file with other compatible GPS units. Wi-fi updates are available to update maps wirelessly making staying current a cinch. Touchscreen sensitivity is also adjustable for thick or thin gloves to give users the most optimal touchscreen experience. The TomTom Rider 550 is a feature-rich GPS unit that punches above its price point. Shop for the TomTom Rider 550 here What do I use? Day-to-day, I use my smartphone for navigation if I’m staying on pavement. I have a few different mounts, like the Rokform system that I reviewed the other day, that are easy enough to swap between motorcycles. Like I said before, the convenience of one device cannot be understated. For me though, it all changes when I’m heading off-road. For one, I don’t want to risk damaging my phone in the instance of a tip over in the dirt. The Garmin Montana 700i that I’m using now retails for $700. So, I don’t want to break that either, but as mentioned above, if one were to get broken, I’d rather it be the GPS. The Montana series is also one of the more expensive, feature-rich units on the market. In the case of the Garmin Zumo and TomTom Rider, they’re a few hundred dollars less. And then, of course, there’s also the used market. Many Garmin devices come with lifetime map updates. I stopped to make a custom waypoint at Barker Ranch so I wouldn’t miss the turn-off next time around. I like to use my GPS for exploring. I’ll make a route to follow, but I may want to deviate from it to see where the odd trail goes. Maybe it will be a more interesting, fun, or scenic route to where I was headed anyway – or maybe it will dead end. Either way, using the GPS to not only show me my route, but to also track where I’ve been (making notes along the way like “dead end”), is a feature I don’t think many motorcyclists think about when considering whether they want to buy a GPS unit. I know folks who’ve done this since GPS units became popular who now have massive archives of routes that they’ve explored, come home from, cleaned up, and saved for future use. It’s my favorite way to use the GPS, and the reason I opted for the Montana versus the Zumo. So which one is better? This probably won’t come as a surprise by this point, but it depends. What do you want out of your navigation device? Do you want it to navigate around major cities or well burned in routes, then a phone is probably fine. Or do you plan to get lost just for the challenge of finding your way back? Then a GPS unit and its satellite-based functionality will probably better suit your needs. Whatever you decide is best for you, I hope this article helped to highlight the pros and cons of each option. Let us know in the comments which you prefer and how you use it. We are committed to finding, researching, and recommending the best products. 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Winter can be a tough time of year for motorcyclists – particularly those who live in northern states. While nothing outside of screwing studs into your bike’s tires and going ice racing can help you scratch the two-wheeled itch once the white stuff hits the ground, there are still plenty of opportunities for riding if you are prepared with the right cold weather motorcycle gear. Winter riding newbies typically ask us some pretty similar questions: Does leather keep you warm on a motorcycle? Does wearing rain gear over my regular gear help keep me warmer? Do I have to wear expensive motorcycle-specific winter gear? All of these questions can be summed up into “What should I wear while riding a motorcycle in the winter?” First, everyone’s definition of winter riding is different. In sunny SoCal, the thermometer dipping below 50° F is a sign of the coming apocalypse. In New England, temperatures in the single digits might not even register with some seasoned riders. It all comes down to what level of discomfort you’re willing to endure and how much insulation you’re able to pack around your body. Supplemental heat is also an important consideration for lengthening your riding season. In winter, just like any other time you’re on your motorcycle, you want to wear gear that protects you in case of a crash. That means CE-certified armor on your back, elbows, knees, and shoulders. Naturally, quality motorcycle-specific riding apparel will include this kind of protection. Leather riding gear can help keep winter’s cold wind from directly reaching your body, but it isn’t great for insulating against the cold. You can augment your leather with thermal base layers or electric underclothing. Insulated over suits are another option to augment your leather. Still, nothing beats gear that was designed for winter from the get-go. We’ve compiled a list of what we think are the five best pieces of gear to help you extend your personal riding season. Of course, there are tons of other items the winter rider could consider, but we thought that with these items, you would be well on your way towards keeping yourself riding when the temperature and the leaves have dropped. Table of Contents Spidi 4Season H2Out Suit Aerostich Kanetsu Airvantage Electric Vest Rev It! Sky Base Layers Pinlock EVO Visor Oxford Heaterz Grips Spidi 4Season H2Out Suit Spidi believes that a multi-functional suit is built with layers, and it is the three-layered construction that gives the Spidi 4Season Out jacket and pants their name. The all-important abrasion protection comes from the exterior of the suit, which is constructed of what Spidi calls tenax Nylon 6.6. For warm weather riding, a variety of wind/waterproof zippered vents allow for cooling airflow. Then there’s the waterproofness of the second layer, which is completely removable for dry days. Finally, one of the nicest features of the 4Season is the fiber-filled quilted liner. This lightweight insulated jacket is worn under the other two layers, keeping the rider’s core and arms warm when the temperature drops. The quilted liner also looks good enough to wear when warmth is desired off of the bike. While the 4Season pants lack the insulating layer, they provided enough weather protection with their two layers to keep me warm on a Gold Wind Tour in the low 20° F range. A good base layer helps with the legs, though. All this versatility comes at a price, though, and the Spidi 4Season Jacket and Pants aren’t cheap, but they’re worth it. You can find the jacket here and the pants here. MO Tested: Spidi 4Season H2Out Suit Review Bottom Line/A versatile multi-season jacket and pants combination Shop Now Aerostich Kanetsu Airvantage Electric Vest Want to keep your core warm when the temperature really drops? Then provide it with an external source of heat. The Kanetsu Airvantage Electric Vest is constructed with a windproof outer layer to fend off cold drafts. The inner layer of the vest consists of the nylon liner that holds a wired heating element. Sandwiched in between those layers is a clever air bladder to provide insulation. However, the secret sauce of this setup is that the air pressure within the bladder allows the rider to press the heating elements right up against their torso to more efficiently transfer the heat. A side benefit of the bladder is that it helps to apply an even pressure across the heated wires, eliminating hot spots. For those with jackets that don’t seal as well as they should, the Kanetsu Airvantage has optional sleeves ($97) to help block the breeze. Order your $247 Aerostich Kanetsu Airvantage Electric Vest direct from Aerostich. Those who live in truly bitter climates may want to go for the full-monty Aerostich Kanetsu AIRVANTAGE Electric Liner ($377). MO Tested: Aerostich Kanetsu Airvantage Electric Vest Review Bottom Line/Adjust the fit and heat delivery via the amount of air in the internal bladder Shop Now Rev It! Sky Base Layers Those of us of a certain age will remember the waffle-shaped cotton fabric of the thermal underwear of our youth. Under ideal situations, they worked just fine, but with a little perspiration or other moisture, things could get cold quickly. Modern base layers understand their dual purposes of providing insulation while simultaneously wicking moisture away from the skin. Rev It’s Sky base layer clothing addresses this issue through its use of “push-pull” fabric that immediately moves moisture away from the skin to the fabric surface where it can either evaporate or be wicked away by the next layer of clothing. Rev It Sky shirts ($65) and pants ($50) are available in both men’s and women’s sizes. Bottom Line/Base layers serve a dual purpose of retaining heat while wicking moister away Shop Now Pinlock EVO Visor While the Pinlock EVO visor has nothing to do with warmth, being able to see is essential to safe riding. When it’s cold outside, your warm, moist breath is most prone to fogging up your visor. Pinlock EVO visors are so effective at preventing fog that many premium helmet manufacturers are shipping them with new helmets. (Other manufacturers also make Pinlock-ready shields that you can buy.) A combination of an air-tight double shield insulating the visor interior surface from the cold outside and the plastic’s water absorption properties keep the shield fog-free – even during a commute in winter rain. These easy-to-install and clean visor liners pass the ECE-standards mist-retardant test by a factor 6. They are available in colors ranging from clear to yellow to dark tint and range in price from $30-$60. Bottom Line/You can't see where you're going if your visor is fogged Shop Now Oxford Heaterz Grips Here’s another item that you don’t wear but is essential for cold-weather riding. Unless you’re wearing heated gloves, it’s almost impossible to keep your mitts toasty – even with heavily insulated winter gloves. This is where heated grips shine. Oxford Heaterz line of grips is built for different classes of motorcycles, from cruiser to touring to adventure to whatever you ride. The grips are constructed of rubber with all-silicone wiring to prevent cracking in the cold. The key to the system is, however, the variable settings (five of them!) to tune the heat that your environment needs. Additionally, the switch will power down if the battery’s voltage drops below 10.5 volts (though we recommend wiring it to switched power to prevent the possibility of killing your battery by failing to turn off the grips). Oxford Heaterz Grips range in price from $70-$100, depending on the application. Bottom Line/Warm hands operate motorcycle controls much easier Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Cold Weather Motorcycle Gear appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/JKJhxbSMoMoSource

Picture it: you’re having the motorcycle adventure of a lifetime; you’re somewhere new, traveling down roads and paths you’ve never seen before, and just around every bend is a view more picturesque than the last. The scenery is gorgeous, the roads (or trails) are twisty, and you and your motorcycle are one. By all accounts, this ride qualifies as epic. There’s just one problem: you haven’t documented any of it. Once the ride is over, you’ll only have memories to refer back to, save for the few shots you took on your cell phone camera. We know, for some of you even a cell phone is more technology than you’d rather be packing. For others, the social media life, and taking a million selfies to show for it, makes you throw up a little inside. This might surprise some of you, but there can be a happy medium. There is such a thing as documenting experiences for you to look back on later or to show your kids when they get older. If life’s about experiences a motorcycle will take you there, but a few gadgets will make the memories last in vivid detail. Thanks to the march of technology, capturing and/or documenting your ride has never been easier. Whether you’re a track rider, adventure gal, or long-distance Iron Butt-er, these days there’s almost no excuse not to document your ride somehow. For this list, we’ve gathered six gadgets we use to capture our rides, plus one device we think has a lot of potential. Most of them should be small enough to toss into a backpack or saddlebag, so there’s really no excuse no to bring them with you. Curious what they are? Let’s get to it. Table of Contents A Real Camera A 360-Degree Camera GPS Tracker SoloShot3 LitPro Drone GoPro A Real Camera Ok, maybe we shouldn’t be so quick to throw cell phones under the bus. These days they can take really good pictures and video, but there’s a reason why professional photographers still use the DSLR – the images are simply better. Having the ability to adjust the different camera settings to get the exact shot you want is far easier on a DSLR than on a cell phone, and being able to swap lenses adds to the creativity you can experiment with for each shot. As an added bonus, many DSLRs these days also have video recording capabilities so you can capture moving or still images. Mirrorless cameras are all the rage in the camera world these days, and for moto travel, their slimmer size makes them easier to pack on a motorcycle. Now the price for a beginner-level DSLR or mirrorless camera with video recording capability can range anywhere between $500-$800 – that’s less than some cell phones. If all you want are still pics, then the entry-level price comes down even further. There are several camera options out there from several well-respected brands. The Panasonic Lumix G7 mirrorless is great if you’re just starting out. Not only can it take still photos and record video, but it can do both in 4K clarity. It has a 16-megapixel Four-Thirds sensor, and you can opt for the Lumix g Vario 45-150mm F4 lens on top of the standard 14-42mm F3 kit lens to give you a little extra reach. Shop Now A 360-Degree Camera You’re going to notice a theme with this list: it’s largely made up of video cameras. The reason should be fairly obvious – what better piece of technology is there for capturing moments? One of the coolest gadgets out these days is the 360-degree camera, which as the name implies, records the riding action from nearly every angle. Then, as you play it back, you can scroll 360 degrees to see the action almost as if you were living it again. Like all cameras on the market today, many different brands and models exist. Some use multiple lenses and digitally stitch the images together, while others rely on just one lens to capture everything. Nearly all of them have apps you can access to replay the footage and share it amongst your social networks right from your phone. The Insta360 One R is gaining traction as one of the best 360 cameras out there, which might be a selling point for you if you’d rather not buy from the 800-pound gorilla of the action camera market – GoPro. Describing the Insta360 One R’s specs would take an entirely separate article of its own. But beyond simply being able to shoot 360 video, its highlights include being able to switch from a 360 camera to a wide-angle 4K 60fps camera just with a switch of a lens. It also features image stabilization, 5.7K resolution, IPX8 waterproofing, and a lot more. Shop Now GPS Tracker One of the exceptions to the video cameras on this list is a GPS tracker like this Spot X two-way satellite messenger. GPS trackers won’t capture your ride on video, it’ll track you and/or your motorcycle anywhere on earth, even if there’s no cell signal. It’s completely reliant on satellites. This is especially useful if you travel alone, as there are functions to send simple text updates to friends and family telling them you’re fine. Or, should something happen, there are functions to send emergency services too. Because the Spot is always monitoring your whereabouts, it’s also tracking your ride, which you can then refer back to later for memory’s sake. On a more light-hearted note, the Spot X has its own cell phone number, so if others want to get in touch with you (instead of solely relying on communication coming from you), they can. You can also link to social media accounts to share waypoints in case your friends want to follow in your footsteps. The MO team have used Spot products before during adventure rides and are comforted by the peace of mind it provides should anything go wrong (and knowing us, they usually do). A subscription service is required to get the full benefit of the Spot system, but we think it’s worth it. Learn more at the Spot website. Shop Now SoloShot3 Wouldn’t it be nice to have a personal cameraman following your every ride? It would definitely make filming a whole lot easier. With the SoloShot3 that’s now possible – sorta. This is the one item on the list we have yet to test ourselves, but the basic premise sounds very promising. Basically, there’s an electronic tether you wear. This allows the camera to find and track you. Meanwhile, the camera is setup somewhere to track you as you go past. Obviously, this is best for track riders (street or dirt) or someone riding within a confined space, but it can also work for riders of other disciplines if you bother to take the time to setup the camera equipment and make passes back and forth. Anecdotes we’ve heard from other users claim the system has its strengths, but due to the fast-paced nature of motorcycles, the SoloShot3 can have a hard time tracking the motorcycle if it’s within close range and moving quickly. At medium to long distances, however, we’ve heard the camera works pretty well. Shop Now LitPro Here’s another one for all the track riders out there, street or dirt. The LitPro is next-level data gathering and analysis for every level of rider. The device itself is the black trapezoidal object in the lower left of the photo above, and what you do is stick it on your motorcycle (or helmet if you’re a dirt guy/gal), push the button, then go ride. After your session, you can download reams of data onto the iOS app (sorry Android users), where you can then compare your analytics lap by lap. Info like brake points, corner speed throughout the turn, exit speed, and much more are available to you. Beyond that, you can also access data from other users who have also ridden that track to compare data. The LitPro founders are all motocross nerds, but road course fanatics convinced them to build a version of the app for the guys and gals who prefer to stick to pavement. Both versions of the app are extremely sophisticated; with the ability to analyze line choice and airtime (for the MX version, obviously) to determine the best way around. If you like data and nerd out on finding ways to utilize it to make you faster, you’ll be impressed with its capabilities. Shop Now Drone Amazon and Jeff Bezos have yet to flood the sky with drones, so the opportunity is still there to capture your ride with these eyes in the skies. Granted, it’ll take some effort to capture parts of your ride with a drone – and there are a lot of different models out there – but getting a bird’s eye view of the ride ahead has produced some of the most beautiful footage we’ve seen. If you’re wondering how you’d ride the bike and capture footage at the same time, fear not – some drones have the ability to track and follow you. Meaning, you can set the drone to track, put on your gear and ride away (at a reasonable speed, of course). The drone will follow from above. Of course, for most of us, getting drone footage of us riding means enlisting the help of a friend (or neighborhood kid) who can pilot one. If you know such a person, the result will be infinitely more dynamic. And if you’re worried about cost, you don’t have to be. Entry-level drones like the Snaptain S5C are designed to be extremely user friendly, records in 1080p definition, and won’t break the bank with its $75 retail price. The sky is the limit from there, as features – and price – can ramp up dramatically after that. Shop Now GoPro Of course, there’s no way we could round out this list without including GoPro’s latest action camera, the Hero 9. We’re including the top-o-the-line Black model because, well, it’s simply incredible. GoPro has become synonymous with action cameras in much the same way Google has gone from a noun to a verb – you just know what it is. 5K video, 20MP photos, a front display (finally!), livestreaming capability, GoPro’s amazing Hypersmooth 3.0, Timewarp 3.0, and a really cool new feature called Hindsight, which somehow has the ability to capture video 30 seconds before you actually hit the record button. What? If you’re reading this list and have no idea what a GoPro is, we’d be astonished. The de facto king of action cameras, the GoPro – any GoPro – is our go-to when we absolutely have to capture our ride. Sure there are better cameras out there when it comes to hardware and specs, but like the iPhone, the infrastructure around GoPros is so huge it’s far easier to use it. You’ll no doubt fall into the rabbit hole of acquiring accessories for the GoPro like we have, but that’s simply par for the course. The options and features list for the GoPro Hero 9 is long, and frankly, there’s been so much hype about this camera you probably know it already. Its $450 price tag is a little steep, but this is one of those times where we really think you get what you pay for. Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Top 7 Gadgets To Capture Your Ride appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/eUurThjsFBkSource

Right, this is my list. Okay, my list with quite a bit of input courtesy of a little social media crowdsourcing and consultation with my Motorcycle.com brethren. Some things to bear in mind include that as motojournalists, we never lived with any of these for more than a few months at most, so the list isn’t about long-term reliability or cost of ownership. It’s more like dislike at first ride that gets no better with time. Most of the things that relegate a bike to Ten Worst of the Modern Era might be remediated, given enough time and money: Every worst bike here, with the proper amount of love, money, and squinting, could be transformed into someone’s else’s dream bike – just not mine. If one of the bikes on my worst list is your baby, I humbly apologize in advance. Post pics in the Comments at the end to prove I’m a MOron. Also, I’m going to define “modern era” as when I came to work in the “industry,” circa 1988, because it’s my article. In that ⅓ of a century, it was harder than I thought it would be to come up with ten bikes we can mostly all get behind truly detesting. Also, we’re only picking on motorcycles from major manufacturers. Shall we arrange them from oldest to newest? Harley-Davidson 883 Sportster, pre-1991 I’m not a Sportster hater, dammit, I’m not I’m not I’m not. Not after they gave it a five-speed transmission in 1991, at least. Before that, the old four-speed 883 engine was turning as hard as it could to propel you along at 80 mph, and you didn’t mind at all that the 2.1-gallon tank was dry after only 80 miles because the vibration was so bad you had to get off and have a smoke to let your hands unclench and your nerve synapses re-separate. It was a Sportster of 1989 vintage that caused me to write, even when I was relatively new to motorcycles, “if this was the only motorcycle there was, I’d rather drive a car.” I don’t think anybody even got angry when that made it into print, because even the Harley PR people knew it was true. After the five-speed made the bike tolerable at speeds above 50 mph, it only took another 14 years for H-D to make the 883 really rideable, with a new rubber-mount frame. Since then, I’ve been a Sportster fan (excluding the Sportster Low, which AFAIK is the only motorcycle designed to be ridden only straight up and down.) 1997 Bimota V-Due Up until 2002, MotoGP racing (and 500cc World Championship racing before that) was all about exotic lightweight motorcycles powered by 500cc two strokes. We American Puritans weren’t even supposed to look at pictures of the street-going replica Suzuki RG500s and Yamaha RZV500s that were sold in other parts of the world, which made them all the more coveted. So when Bimota launched its clean-burning stroker for the world in 1996, we were all Pavlov’s dogs. Early reports from Europe from elite motojournalists reinforced that the bike was everything you’d expect and more. To add insult to injury, the Bimota USA rep charged me $10 for the t-shirt. Probably should’ve gone XL… When the day finally came for a ride, at Willow Springs raceway, I pulled in after one lap: I think it needs gas. Flipping open the cap revealed a full tank. I did another lap on a bike that still felt like it was running out of gas – jerking and stalling and sputtering between random spurts of hard acceleration. The V-Due was utter, unrideable crap, undone apparently by Bimota’s failed attempt at its own direct fuel injection system. Promises to return with new FI mapping in a week or two and whatever never happened, our phone never rang, and Bimota wound up being bankrupted buying bikes back from disappointed customers; this after a decade of developing the bike. Sad. Weight was claimed to be 320 pounds, horsepower was said to be 110. Still, the zero-miles example pictured being uncrated at Iconic Motorcycles gavelled down recently at $34,500 (about $4500 more than the 1997 price). Somebody still loves the V-Due, and there are ways to put them right. 1998 Victory V92C This one I’ll withdraw, since Brasfield, the Cruiser Expert, says he loved it even though it was “a little rough around the edges.” [And by rough around the edges, I mean that every gear change sounded like the engine used a ball-peen hammer instead of a shift fork. Still, I rode it halfway across this great continent on the Lincoln Highway. So, yes, I do carry fond memories of the V92C. – EB] I remember when it appeared in our subterranean test-bike garage at Motorcyclist mag. It was so homely I hoped I wouldn’t draw the assignment (at a time when the cave was also overflowing with brand new R1s, ZX-9s, etc). There was no need to worry, as Polaris had sent us a bike with a bad clutch or broken transmission or, I forget? But it was unrideable. It took up room and gathered dust for a month or two, and then was mysteriously gone, like the patient in the full body cast in Catch 22. I thought of the V92C again last month, when I rode (drove, actually), Polaris’s new Slingshot. The new paddle-shifter automatic trans is much better, but still takes most of a second to process every upshift request. Ahhhh… why not get a thing right before you hand it over to the press? First impressions and all that. Is it just me, or are American manufacturers the only ones that occasionally present us with new motorcycles with glaring faults? 2004 Kawasaki Vulcan 2000 In terms of looks and function and engineering, this is not a bad motorcycle at all. But in terms of marking the apogee of a ridiculous arc of ever-bigger Harley wannabe cruisers, the Vulcan 2000 takes the cake. With 5.5 gallons of fuel on board, the claimed weight was 820 pounds, and just lifting the thing off its sidestand was a good test of whether or not you should ride off on it. Its 2053cc V-twin – 125 cubic inches – was the biggest you could get at the time and maybe still is, and as usual, the talk was all about the 121 ft-lb of torque at 3200 rpm, which meant you never had to downshift. Left unsaid, of course, was that you had to be constantly upshifting to stay out of the 5250-rpm rev limiter, and you needed a helluva grip to operate that clutch. The seat was only 27 inches high, but so wide it wasn’t easy for shorter people to touch ground, and so thin it was painful in short order. The taller people it seemed designed for also hated the cruel seat. The handlebars seemed designed for a horse-drawn plow or jetpack. Why, Kawasaki, why? A ship in search of an iceberg, the housing bubble implosion sank the Vulcan 2000 in 2010, along with most of the custom cruiser business, the end of a ridiculous era. Kawi will still sell you a Vulcan 1700 Voyager or Vaquero, which are even heavier. But now they’re touring bikes, for God’s sake. 2005 Hyosung GT650R If Hyosung is such a big manufacturer, rumored but never confirmed to have built entire engines for Suzuki and other reputable manufacturers, why couldn’t they ever get it right with their own motorcycles, ever? Every test, including MO’s, is filled with mealymouthed conclusions like this particularly mealymouthed one in a six-bike shootout in Cycle World in 2015: Big surprise was the Hyosung, even if it finished last in everyone’s book. “The expectation, I think, was that the GT-R was going to be truly terrible,” opined Hoyer. “In fact, it worked quite well. Yes, the transmission is vague, high-effort and even pops out gear occasionally, the brakes and clutch have zero feel, and fit and finish leave a lot to be desired. But overall function is not tragically far behind its Japanese counterparts.” Maybe not tragically behind, but certainly monumentally behind, and equally tragic for the rest of your body and soul. But no one ever wanted to admit it. It reinforces the idea that you can have all or most of the right pieces, but if you don’t know how to blend them together into a motorcycle, you’ll wind up with an overweight, malfunctioning Hyosung GT650 – but hey, it is $4 or 500 cheaper than a real Suzuki SV650! Second opinion? It’s ugly too. You expect this from China, but not South Korea, where they build Hyundais and Kias. Doesn’t look like they’re trying to sell motorcycles in the US anymore, though there are a lot of 2016 GT250Rs for sale for $3k. Run away. 2008 Suzuki B-King 2008 B-King production version This is a really good motorcycle deserving of the cult status it may be lately achieving, but it makes the worst list based solely upon what might’ve been: When this naked version of the Hayabusa appeared as a concept bike at the 2001 Tokyo Motor Show, it was said to have a supercharged Hayabusa engine and like 240 horsepower (way too much, of course, but we want it anyway now that you brought it up). Also, lots of carbon fiber, stainless steel, aluminum and leather. An advanced computer system with self-diagnostics, advanced telemetry, and GPS-based weather warning system were going to be accessible via mobile phone (what’s a mobile phone?) – and you were going to see it all on the helmet Suzuki was going to build using the visor as a display. You were going to start it using a fingerprint recognition system, and the alarm system would alert you immediately if the bike was started or moved, again via mobile phone. The microphone and speaker built into the bike would let you speak with the thief by the phone: I say, old chap… My iPhone can do all that now, of course, but in 2001 it was pure sci-fi. This is how it was supposed to look: the 2001 Tokyo Show concept My biggest problem, though, aside from the missing supercharger, concerns tire sizes. The concept bike wore 150- and 240-section tires. When the production B-King finally arrived, it wore a conventional 120 front and a 200-section rear. Which looked, and still looks, completely ridiculous under those tremendously huge cartoon dual exhausts. So close, and yet so lame. 2009 Honda DN-01 Come to think of it, this one’s out there far enough I think I’d probably like it if I’d ever ridden one. But it was hard to come up with ten bad motorcycles, and this automatic Honda emerged as a crowd favorite to hate. “Two parts scooter; one part cruiser; and one part sportbike,” is how EiC Duke described the DN, his personal transpo during Daytona Bike Week 2009. Dream New – Concept 1 was powered by a 680cc, 52-degree V-Twin derived from the old Transalp, working through an advanced HFT (Human Friendly Transmission). “This is a continuously variable, hydro-mechanical design that is a big leap in technology above the simple belt-drive CVTs (continuously variable transmission) in scooters. Honda says its HFT provides comparable performance and efficiency to a manual gearbox.” The DN reminds me of the Honda NM4 we tested a few years ago, which was equally intriguing until the new wore off rather quickly, leaving behind only the weird, and the gnawing realization of all the other cool things you could’ve bought with $14,599 in 2009. Or the new VFR1000R Honda could’ve been designing. 2014 Honda CTX1300 I don’t know why, when I heard Honda was making a cruiser/bagger using the old ST1300’s excellent V-four, I expected/hoped for some kind of roarty V Max-style power cruiser deal. The bike looked pretty sporty in the video Kevin Duke sent back from EICMA 2013 and the dual exhausts looked like an engine that meant business.  When it got here, we learned Honda had decided the way to the bagger rider’s heart was to emulate an H-D Street Glide’s powerband. “The reengineered 1261cc V-4 motor differs from the ST1300 by way of camshafts, valves, throttle bodies and compression ratio to deliver more low- and mid-range power than its ST counterpart. Like the CTX700, the 1300 has a low, 7,000 rpm redline, which for traditional motorcyclists is a rev ceiling that takes some getting used to,” wrote Tommy Roderick. At no point in its powerband did the poor V-four approach anything like “roarty.” The bike also had a low, blustery windshield, no cruise control, and all the charisma of a toaster oven. It was also heavy (732 pounds), not that comfortable, and expensive ($16 – 17.5k). American Honda was embarrassed enough that they didn’t want it in a comparison, so they sponsored my boy and me to a fishing trip feature story! One hates to bite the hand that feeds, and yet… the CTX did have self-cancelling turn signals, and it was a pretty good fishing bike. Yamaha YZF-R1 2015 – current Maybe I haven’t ridden one since our 2017 Superbike Street Shootout, but in that contest the Yamaha finished sixth of seven, behind only the EBR 1190RX, due almost entirely to a sadistic ergonomic layout that would make the Marquis de Sade jealous. A 76.4% on the MO scorecard in Ergonomics may be the lowest of all time. Next lowest in Ergos was the Buell, with an 84.6. The winning Aprilia RSV4 scored a 90.0 in the category: BMW S1000RR, 91.8; Honda CBR1000RR, 91.1: It is entirely possible to make a reasonably comfortable supersport bike. The R1, with its high footpegs, buckboard “seat,” and long reach across its cruel shark-infested tank to low clip-ons, may be the most uncomfortable motorcycle I’ve ever ridden. Yes, it’s won all but one American Superbike championship since 2010, but it’s won exactly zero MO Superbike shootouts in that time, and it’s largely down to the ergos. If only Yamaha could design an underseat exhaust furnace like the Ducati Panigales have, the R1 would be unapproachable as a mobile discomfort device. Lately we spend a lot of time wondering about the demise of the sportbike. And we’ve always talked about how few sportbikes ever make their way to the racetrack… did anybody ever connect those dots? Hello? If you’re thinking about buying one of these, please have a sit on an MT-10 first. Unless you’re going racing, which 99 of 100 of us aren’t. 2017 Harley-Davidson Street Rod At least they had the foresight to put a little rubber pad on top of the exhaust pipe so your boot heel wouldn’t melt to it, a thoughtful touch. Back brake lever is down there somewhere impossible to find… As the lone MO defender of the earlier, potential-laden H-D Street 750, I was excited when news of the new Street Rod came down: 18% more power, triple disc brakes, 4.6 inches rear suspension travel, inverted fork, 17-inch rubber, increased cornering clearance – they’ve built a real sportbike around that sweet little V-twin! As soon as I swang a leg over it on Main Street in Daytona, I knew I’d been had. This is the first Harley with aluminum footpegs, the chief engineer enthused. Unfortunately, the insistence on using the same exhaust system as the Street 750 meant that said pegs had to be mounted in places not consistent with the layout of the human anatomy. And the flat handlebar that won out in committee only made the ergonomic situation worse. In my First Ride Review, I had no choice but to give her a 4 out of 10 in Ergonomics, and that was being kind. I really wanted to like the Street Rod. Alas… As of 2021, there are no more Streets – 500, 750 or Rod – on H-D’s US website; “no longer available in the US outside of dealer use for rider training.” The Street 750, after they put a functional front brake on it in year two (see `98 Victory V92C, first impressions, above), really was a sweet little motorcycle. So sad. Let us go forward from here, and strive to sin no more. The post Ten Worst Motorcycles of the Modern Era appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/-lpeWXg4CyQSource

UPDATE: KTM says the 1290 Super Adventure S will NOT be coming to North America for 2021. KTM officially announced the new 2021 1290 Super Adventure S, featuring a new frame, a low-slung fuel tank, Euro5 compliance and adaptive cruise control. The announcement confirms details we were first to report in December after the official pages for the 1290 Super Adventure were mistakenly published on KTM’s website. Not announced yet, but expected to come shortly, is the more off-road capable 1290 Super Adventure R which will receive similar updates. 2021 KTM 1290 Super Adventure R and S Details Leak The new chassis was designed to improve weight distribution for better handling. KTM moved the steering head back by 0.6 inches and the engine was rotated forward slightly, compared to the 2020 Super Adventure, changes KTM claims will result in sharper cornering. Meanwhile, the swingarm was lengthened for more stability under acceleration. The fuel tank has the same 6.1-gallon capacity as the 2020 model, but the low-slung saddle-shaped design helps to lower the 1290 Super Adventure S’ center of gravity. The tank has an electronically-opened cap and is integrated with a small storage compartment with a USB charging socket. A new subframe helps to lower the seat height of the 2021 model by half an inch to 33.4 inches, but if you need more room, it can be raised up to 34.2 inches. The handlebars are also adjustable, as is the new windshield which was optimized through wind tunnel testing. KTM redesigned the split headlight design to integrate the Bosch radar sensor. The adaptive cruise control system uses data from the radar to automatically adjust cruising speed to keep a safe distance from traffic. The adaptive cruise control joins a host of electronic rider aids returning for 2021. These include selectable ride modes, lean-sensitive traction control, off-road traction control, cornering and off-road ABS, stability control and self-cancelling turn signals as standard equipment. Motor slip regulation, hill hold control, and a quickshifter are available in an optional upgrade. To help control the electronics, the 2021 SA receives new illuminated handlebar switches and a seven-inch TFT display (formerly 6.5 inches on the 2020 model). The 1301cc V-Twin engine claims the same 160 hp output as the 2020 model while the claimed 101.8 lb-ft. of torque is down slightly from the previous model’s 103.2 lb-ft. The engine cases are thinner than on the previous engine, with KTM claiming a 3.5-pound weight reduction. A new dual-radiator and the revised bodywork combine to direct hot air away from the rider’s legs. The 2021 Super Adventure S receives the latest generation of WP’s Apex semi-active suspension with revised valves to augment damping using data from the 6D IMU. KTM also offers an upgraded suspension package with individual damping for the fork and shock, automatic preload adjustment and an anti-dive setting. The KTM 1290 Super Adventure S is not slated to come to North America, but we hope the R model will. Check back here on Motorcycle.com when the 1290 Super Adventure R is announced. 2021 KTM 1290 Super Adventure S Specifications Engine Type Liquid-cooled 4-stroke, 75° V-Twin, 4 valves per cylinder / DOHC Displacement 1301 cc Bore x Stroke 108 mm x 71 mm Power 160 hp @ 9,000 rpm (claimed) Torque 101.8 lb-ft. @ 6,500 rpm (claimed) Compression Ratio 13.1:1 Starter / Battery Electric starter / 12V 11.2Ah Transmission 6 gears Fuel System Keihin EFI (throttle body Ø 52 mm) Lubrication Pressure lubrication with 3 Eaton pumps Engine Oil Motorex, SAE 10W-50 Drive 525 X-ring chain Primary Drive 41:16:00 Final Drive 17:42 Clutch PASC slipper clutch, hydraulically operated Engine Management Keihin EMS with RBW and ACC (adaptive cruise control), double ignition Traction Control MTC (lean-angle sensitive, 4 modes, disengageable) Frame Chromium-Molybdenum-Steel trellis frame, powder coated Subframe Aluminum, powder coated Handlebar Aluminum, tapered, Ø 28 / 22 mm Front Suspension WP SAT (semi-active technology) Upside-Down Ø 48 mm, 7.9 inches of travel Rear Suspension WP SAT (semi-active technology) shock absorber, semi-active, electronically regulated preload, 7.9 inches of travel Front Brake 2 × Brembo 4-piston, radially mounted caliper, brake disc Ø 320 mm Rear Brake Brembo 2-piston, fixed caliper, brake disc Ø 267 mm Abs Bosch 10.3ME Combined-ABS (incl. Cornering-ABS and offroad mode, disenengageable) Front Wheel Cast aluminum 3.50 x 19″ Rear Wheel Cast aluminum 5.00 x 17″ Front Tire 120/70 ZR 19 Rear Tire 170/60 ZR 17 Silencer Stainless steel silencer Steering Head Angle 24.7°/4.3 inches Wheel Base 61.3 inches ± 0.6 inches Ground Clearance 8.8 inches Seat Height 33.4-34.2 inches (adjustable) Tank Capacity 6.1 gallons/1.3 gallons reserve Dry Weight approx. 485 pounds (claimed) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 KTM 1290 Super Adventure S First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/JqD6YkKeRUYSource

As mentioned in our first installment of adventure bike upgrades, tires are one of, if not the, easiest ways to transform the handling of your big adventure bike. As adventure bikes have grown in popularity, so have tire offerings for them. With the plethora of tire choices to choose from these days, one can almost pinpoint exactly how much dirt versus road you plan on doing and choose a tire that meets your riding expectations. When I first purchased my 1190 Adventure R, it was my only motorcycle, and I was commuting on it every day. Though I had dreams of off-road adventures on my Adventure, I couldn’t justify slapping on a set of TKC80s and shredding them on the 405 freeway. I chose to run the stock ContiTrailAttacks for quite a while until I bought my Tuono, then I was able to start swapping in more aggressive tires on the KTM since I wouldn’t be using it to commute all the time. The adventure tire buyer’s guide we’ve put together includes nine brands with one road-biased and dirt-biased offering from each. Yes, we know there are other brands and other tires, but we had to draw the line somewhere. If your favorite tire isn’t listed, leave it in the comments section to share with other readers. Table of Contents Bridgestone Battlax Adventure A41 Bridgestone Battlax Adventurecross AX41 Continental ContiTrailAttack 2 Continental TKC80 Dunlop Trailsmart Dunlop D606 Heidenau K76 Heidenau K60 Scout Metzler Tourance Metzeler Karoo 3 Michelin Anakee Adventure Michelin Anakee Wild MOTOZ Tractionator Adventure MOTOZ Tractionator Desert H/T Pirelli Scorpion Trail II Pirelli MT 21 Rallycross Shinko 705 Shinko 804/805 Bridgestone Battlax Adventure A41 The Bridgestone Adventure A41 is said to perform very well in wet conditions without giving up stability in the dry. A 90% street, 10% off-road tire, the A41 doesn’t make any promises it can’t keep off-road, but as Brent stated in his review, he came away rather impressed by just how good a tire like the A41 could be off-road. I suggest checking out his review for a thorough explanation of the tech behind the tire. MO Tested: Bridgestone Battlax Adventure A41 And Sport Touring T31 Tire Review Shop Now Bridgestone Battlax Adventurecross AX41 The all-new Bridgestone Battlax Adventurecross AX41 dips into a new micro-segment of adventure tires for Bridgestone. The tread pattern and block shape has been optimized for better traction and wear life to give adventure riders the best of both worlds. This tire falls into the 60% off-road/40% on-road but as always, your mileage may vary. Shop Now Continental ContiTrailAttack 2 When I first purchased my 1190, it came with the ContiTrailAttack as the stock rubber. Those tires provided excellent grip and longevity. I burned through one set of this new version on the 1190 as well, but those ended with a couple of punctures and the decision to put a more aggressive tire on my bike. The ContiTrailAttack 2, in my opinion, is probably the most street-focused tire on this list, and it handles pavement extremely well. Off-road, it left me wishing for more traction in almost every situation. Shop Now Continental TKC80 There have been many imitations of Continental’s extremely popular 40% street, 60% dirt adventure tire, but so far, none have managed to gain as much traction as the TKC80… pun intended. OE equipment on KTM’s big Adventure R bikes, the TKC80 does its job remarkably well. Stable on pavement thanks to its standard tire profile, while having large well-spaced lugs that do a great job when the pavement gets gone. A billion* adventure riders can’t be wrong. Can they? *this number is made up Shop Now Dunlop Trailsmart For 80% street, 20% off-road, the Trailsmart from Dunlop will provide excellent street handling with its silica-fortified compounds which enhance grip in both wet and dry weather. The Trailsmart takes inspiration from the Trailmax TR91, maintaining a similar V-shaped groove pattern that provides grip in all conditions. Shop Now Dunlop D606 Definitely one of the most off-road focused tires on this list, I would rate the D606 at 10% street, 90% off-road. A full-depth tread pattern designed for rigorous off-road use which should yield excellent traction on everything from hard-packed fire roads to soft single-track trails. Dunlop also claims the tire has been engineered for good highway wear and grip, but I would suggest keeping it off-road mostly unless you love changing tires. Shop Now Heidenau K76 The K76’s tread pattern is similar to the Metzler Tourance which did surprisingly well on slippery muddy fire roads while offering great traction on paved roads. While we haven’t tested these, we hope the similarities in tread pattern bode well to the Tourances we enjoyed. Shop Now Heidenau K60 Scout When the K60s came onto the scene they garnered a cult following for 50/50 tires that offer longevity never before seen on this type of tire. The “chevron” style tread pattern provides lots of open space between the tread blocks to route sand, mud and water from the contact patch while constantly keeping some rubber in contact with the road as the tire rotates. Shop Now Metzler Tourance The last time I was on a bike with Tourances was the BMW G310GS. At the press introduction of that motorcycle, I was surprised by how well these tires hooked up on the slippery muddy fire roads we were on during our test loop. I had expected them to be slipping around, yet everytime I braced myself for a flat track-esque slide, they held traction much better than I expected in those conditions. They also worked well on our wet and dry street rides. A solid choice for a more road-bias adventure bike that will also hold its own when the going gets dirty. Shop Now Metzeler Karoo 3 The Karoo 3 from Metzler is said to provide rally-raid off-road traction while also offering high-speed stability and excellent mileage. The tread pattern is reminiscent of a paddle tire with the large spacing between the v-shaped grooves which should give solid off-road performance while the large blocks and stiff carcass provide stability needed on-road. Shop Now Michelin Anakee Adventure The Anakee Adventure is meant to build on everything the Anakee 3 was while increasing performance in nearly every category. New silica compounds provide better grip in the wet, while the new Bridge Blocking Technology connects the lugs to enhance stability on-road. With much wider blocks and a more aggressive off-road tread pattern, the Anakee Adventure is ready to tackle whatever the trail might throw at it without giving up stability and longevity on the pavement. Shop Now Michelin Anakee Wild Michelin’s Anakee Wild is designed to be a 50% street, 50% off-road tires with long-lasting compounds derived from its Desert Race tire while still providing stability and comfort on-road. Off-road performance is gained by the offset block design and curved tread grooves. I’m planning for these to possibly be the next set of tires I test on my 1190. Shop Now MOTOZ Tractionator Adventure The MOTOZ Tractionator Adventure is what we chose to use in our EZ ADV Upgrades series to showcase the impact a more aggressive tire can have on your big bike’s off-road prowess. The claim to fame for MOTOZ is that the tires are said to last up to two times longer than similar adventure tires. We can’t substantiate that claim yet, but we do hear good things from customers who have spent more time with them. Traction with the rear is pretty solid, though the tight tread pattern on the front didn’t bite the way we hoped. EZ ADV Upgrades: The Ever-Present Hunt For Traction Shop Now MOTOZ Tractionator Desert H/T MOTOZ describes the Desert H/T as a 15% street, 85% off-road tire that has been designed to handle hard terrain, fast rocky fire roads, gravel roads, and desert hardpack with sandy variations. The tread pattern on these tires should offer ample grip during off camber sections, cornering, and braking. As with all MOTOZ tires, they are also engineered to be long-lasting, but really that depends on how and where you use them. Shop Now Pirelli Scorpion Trail II Pirelli’s Scorpion Trail II offers touring tire level grip on-road, great wet weather drainage due to specially designed side groves, and a surprising amount of grip off-road. We would call this an 80% street, 20% dirt tire. Pirelli says they have brought over touring technology from their flagship tourer, the Angel GT, which in my experience is a great tire and what is currently rolling on my Tuono, to help add on-road grip and longevity. The Scorpion Trail II is a solid choice from a performance-oriented brand if you find yourself on-road more often than not. Shop Now Pirelli MT 21 Rallycross I’m currently running the Scorpion XC Mid Hard on my KTM 500 EXC and I love those tires. The MT 21 Rallycross are probably some of the most hardcore off-road focused tires on this list and the closest DOT Pirelli to what I’m running on my dual-sport bike, which is fine if you plan to do most of your mileage off-road. I would rate these 10% street, 90% dirt and if you run them on the street much, you’re going to be changing tires more often that you might like. The tradeoff? Substantial off-road grip for your big ADV bike. Shop Now Shinko 705 Shinko makes great tires for budget-minded riders. The four-ply radial construction of this 80% street, 20% off-road tire is meant to offer great wet weather grip on road while remaining stable and smooth and also giving decent grip for off-road excursions. Shop Now Shinko 804/805 Shinko created the 804 and 805 specifically for larger adventure touring bikes. The big block pattern has been proven to work well for other manufacturers cough* Continental *cough, both for on-road stability and off-road traction. So if you’re looking for a blocky affordable ADV DOT-rated tire to wrap your wheels with, the 804 and 805 are a good wallet-friendly bet. Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Adventure Tire Buyer’s Guide appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/eO2U2Nnjxm0Source

2021 Triumph Tiger 850 SportEditor Score: 86.5%Engine 19.0/20Suspension/Handling 13.0/15 Transmission/Clutch 8.5/10Brakes 9.0/10 Instruments/Controls4.0/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 8.5/10Desirability 8.0/10Value 7.5/10Overall Score86.5/100What Tiger 850? When I went to St. Louis to learn all about the new Triumph 900 family way back in December 2019, there were five Tiger 900s – two 900 GTs, two Rallys, and a base model Tiger 900. Sometime between then and now, Triumph decided to distinguish the base model by calling it Tiger 850 Sport, but in fact, it has the same 888 cc Triple as the other four bikes, supposedly slightly detuned. Like a couple other manufacturers lately who’ve seen the advantage of having a low-price leader (like BMW and its new F900R and XR), Triumph throws the Tiger 850 Sport out there with an MSRP of $11,995. Which is pretty cheap, really. Off the bat, it reminded me of another favorite bargain street-biased ADV bike, the Suzuki V-Strom 1050. But the base model V-Strom now lists at $13,399; the off-roadier Honda Africa Twin starts at $14,399. And BMW’s new F900XR undercuts them all, at $11,695. Go, exotic Europeans! If you’re one of those people who always comments that you don’t need no stinkin’ badges or ABS or cruise control or electronic suspension, you’re all set. The Tiger 850 is a super-fun, highly capable runabout for all seasons, and you’ll love it. For people like me, who are on record saying they wouldn’t buy a new motorcycle without electronic cruise control, well, the Tiger 850 is a non-starter. If I’m bustin’ out $12k for a new motorcycle, I’m going to go ahead and spend $2,775 more for the Tiger 900 GT. Which comes with CC, adjustable suspension, a bigger, 7-inch TFT display, lean-sensitive ABS and TC, et cetera.  Then again, I might be ticked off enough at Triumph for not offering cruise control as one of the 65 accessories they’re peddling for the Tigers, to just shop elsewhere. If you want cruise, Triumph’s again emulating BMW in making CC available only as part of the package that makes up the Tiger 900 GT or GT Pro (or the wire-wheeled off-roadier Rally or Rally Pro – the Rally Pro being the full monty Tiger at $17,100). Really, where you live and how you ride determines how much Triumph 850/900 you need. In southern California, where I rarely ride in the rain, and where I came up when ABS was a novelty and traction control was science fiction, I could easily get by with the Tiger 850 Sport’s non lean-sensitive ABS and TC. And since it’s non-adjustable Marzocchi suspension feels like it was calibrated with just about my 180 pounds of flesh and gear in mind, I could get by with it too. I should be able to buy the 850 Sport and add cruise control dammit! Oh, sorry. Tangent. This is a great little motorcycle, and I do mean little. I mean, it’s full sized, but Triumph does give all the Tigers the most expensive thing – light weight. On the MO scales, our test unit registered 477 pounds, and that’s with 5.3 gallons – around 32 pounds – of gas. BMW also pimps its F900XR’s light weight; their claim of 482 pounds wet is believable. The Yamaha Tracer 900 GT is in that ballpark too, but it’s a bit more sport-toury than ADV-sporty. Your V-Strom 1050, whose biggest advantage traditionally was its lightness, has ballooned out to 544 pounds. Light weight doesn’t matter quite as much since the Tiger 850 Sport is an ADV really meant more for pavement use, but you can definitely appreciate it on our favorite tight twisty roads, where the Tiger reveals once again the depth of talent in Triumph’s suspension-calibrating department. A lighter steel trellis frame, now with a bolt-on aluminum subframe, moves the engine 40mm forward and 20mm lower than before. Split radiators allow the front wheel to be tucked in more closely, and you can feel the difference as you whip the Tiger from side to side like Siegfried and Roy, in a way that feels more sport than ADV – even with a 19-inch front tire (Michelin Anakee on our test bike). Going into it, it felt like the 850’s non-adjustable suspenders might be a bit soft for hard use because they’re relatively cushy in everyday riding, but in actual corner-storming mode, everything holds up fine. A few years ago, Brembo Stylema brake calipers were exclusive to Ducati Panigale V4s; now they’ve trickled down to the Tiger 850, where they provide all the power and feel you’d expect, complete with steel braided lines. Overkill, really. The 850 gets no IMU, though, and therefore, no lean-sensitive ABS. Again, if you ride in slippery conditions much, it’s worth moving up to the IMU-equipped Tiger 900 GT or GT Pro. But for those of us riding mostly in a desert and not attempting to emulate M. Marquez at every corner entry, no worries. You can decelerate really hard on the 850 before the front ABS kicks in. And when, not if, Joe Text turns left across your bow, it will do its best to save your bacon. The new 888 t-plane crankshaft Triple is a hoot, producing a juicy low-end and midrange before hitting its 82-horsepower peak at just 8400 rpm. Triumph claims 85 horses for the Tiger 850 and 93.9 for all the other Tigers. On the dyno (actually two different Dynojet 250s), our Tiger 900 Rally Pro tested last year made only 2 more hp than the 850 (500 rpm higher), and the 900 actually made less torque – 58.5 lb-ft for the 850 to 57.1 for the 900 Rally Pro. Two hp and a single lb-ft may be within the margin of error of two different dynos, but at least you seem to be getting your full ration of beans with the 850. And, the T-plane crank dishes them out with an even spicier soundtrack than before. The new 888 cc engine uses the same 78mm bore as Triumph’s smaller Street Triple 765 but comes by its extra 123 cc via 8.52mm longer stroke. Triumph’s torque specs for the two Triples has the 765 at 57 lb-ft and the Tiger at 60 – but the Tiger’s peak comes at just 6500 rpm instead of the ST’s 9400, and it’s already making 50 lb-ft at just 2700 rpm. KTM 790 Adventure R v. BMW F 850 GS Adventure v. Triumph Tiger 900 Rally Pro The kids loved it as an off-road motor in the Tiger 900 Rally Pro, and that same low/midrange torquey characteristic makes it an excellent everyday street motor/canyon assault weapon, too. The 850, of course, gets no quickshifter (not seeing it listed in Accessories either). The six-speed gearbox is so slick you barely miss it, and you barely need the slip-assist clutch either once you’re in second gear. Like a big friendly puppy, really. But one without heated grips or handguards either. The new BMW F900XR might be the Tiger 850’s most direct competitor. Its new 895 cc parallel Twin makes a bit more hp – 85.5 to 82 – but the Triple’s 58.5 lb-ft of torque beats the BMW’s 53.7, and at only 7100 rpm instead of the BMW’s 8200. The Triumph is quite a bit gruntier, and has a smoother, more linear powerband to boot. Oh, and look at that spec: The BMW holds 1.2 gallons less gas, which makes the Triumph more like 12 or 13 pounds lighter. This Tiger motor’s got fuel efficiency and range going for it, too: In spite of riding it around on SoCal pandemic freeways at elevated speeds, abusing it in the canyons, and riding repeatedly past Brasscannon’s Canon – we averaged 45 mpg. Its 5.3-gallon tank means you’re ready to get off and stretch before the low-fuel light comes on. The only bone we have to pick with this engine is that around 5-6000 rpm and 80 to 90 mph, there’s quite a bit of buzz transmitted through the grips and footpegs. Below 80 and above 100 it’s not so bad. Our test bike only had 2 miles when we picked it up. It may be smoothing out, or we may just be getting used to it? I think it’s “B.” If you’re sensitive about vibration, insist on a test ride. (Or, pony up for a cruise control model, so you don’t have to hold on to both grips all the time.) Then again, a Throttlemeister-style bar-end cruise control might work fine and damp out the vibes… (now made by Kuryakyn). The 5-inch display gets the job done and offers four different graphic layouts and things, all of them slightly weird. Most of the numbers are just small enough to make you squint to read them. Your two modes are Rain and Road. Aside from the vibes and the missing CC button, the Tiger’s a nice place to spend some time just like most ADV-style motorcycles. The seat’s low enough and narrow at the front to make it easy for my 30-inch legs to find the ground, and that’s in the high setting; it’ll go 0.8 inches lower. The windscreen seems more aero than most, most of the time, and manually adjusts up and down 2.5 inches (once it was all the way up, I left it there). The bodywork projects out to protect your inner legs from windblast. There were some inklings of too much heat reaching some riders’ knees, and C. Rogers complained her feet were warm on the passenger pegs – but as the OG woman who cried wolf, her complaints about heat no longer really register. And my knees didn’t feel any engine heat on a day at the beach in the 60s, inside Kevlar-lined jeans and one layer of capilene. The seat’s comfy enough, our 150-pound passenger liked the spacious passenger accommodations and its great grab handles; there’s even a little rack as standard equipment with a hole in the middle where a 1-liter water bottle fits nicely, and good bungee net attachment points. A helmet lock would be nice: No gots. Twisting the preload adjuster knob about three turns had the Tiger on an even keel with a 150-pound passenger. For solo riding, the Marzocchi 45mm inverted cartridge fork and rear shock are perfectly fine for my 180-lb self. The bolt-on aluminum subframe is new and so is the lighter frame. It’s a perfectly nice little $12,000 motorcycle, and 20 years ago, there’d be nothing more to ask for. Maybe 10 years ago. But now that we’ve seen all of life’s electronic niceties, how are we supposed to get along without them? I couldn’t go back to a landline. You? We can confirm that the building blocks, the basic architecture, is more than sound, and the new Triple also produces great sound. But if you’re planning on adventuring more than an hour or two at a time on this ADV bike, you’re going to want to move up to the Tiger 900 GT at least ($14,700) or the full-boat GT Pro ($16,600). As a group, these new middleweight ADV bikes have taken up where what they used to call the UJM left off (Universal Japanese Motorcycle, even if most of them no longer come from Japan), and that’s a good thing. So comfortable, so sporty, so flexible, easy to ride, and adaptable to a huge range of uses from commuting to crawling over boulders in Death Valley. The 850 Sport’s a great street bike and would also be fine for dirt-road duty. It’s so good in fact, that if you ride one, you’re going to love it. And when that happens, you’re going to have to blow the college fund on one with all the modern conveniences. Triumph sucks us in again. 2021 Triumph Tiger 850 Sport + Highs Great torquey Triple, delicious soundtrack and fuelling Light makes right Nice suspension tuning again – Sighs Do I need to say it? No cruise control option I’d probably buy a base-model Indian FTR for $500 less just because it’s got cruise You know I’m right, just admit it In Gear Helmet: Shoei Neotec 2 Splicer $799 Jacket: Spidi Hard Track D124/A Discontinued Pants: Trilobite Parado Elastic Men’s Jeans $219 Gloves: Dainese Quanto 4-Stroke Evo $220 Boots: Sidi Arcadia Tex $179 2021 Triumph Tiger 850 Sport Specifications Engine Type Liquid-cooled, 12 valve, DOHC, inline 3-cylinder Displacement 888 cc Bore x Stroke 78.0 mm x 61.9 mm Compression 11.27:1 Maximum Power 82.8 hp at 8,400 rpm (MotoGPWerks dyno) Maximum Torque 58.5 lb-ft. at 7,100 rpm (MotoGPWerks dyno) Fuel System Multipoint sequential electronic fuel injection Exhaust Stainless steel 3 into 1 header system, side mounted stainless steel silencer Final Drive O-ring chain Clutch Wet, multi-plate, slip & assist Gearbox 6 speed Frame Tubular steel frame, bolt on sub frame Swingarm Twin-sided, cast aluminum Front Wheel Cast alloy, 19 x 2.5 in Rear Wheel Cast alloy, 17 x 4.25 in Front Tire 100/90-19 Rear Tire 150/70R17 Front Suspension Marzocchi 45mm upside down forks Rear Suspension Marzocchi rear suspension unit, manual preload adjustment Front Brakes Twin 320mm floating discs, Brembo Stylema 4 piston Monobloc calipers. Radial front master cylinder, ABS Rear Brakes Single 255mm disc. Brembo single piston sliding caliper, ABS Instruments 5″ TFT screen Length 88.50 inches (2248 mm) Width (Handlebars) 32.67 inches (830 mm) Height Without Mirrors 55.51-57.48 inches (1410-1460 mm) Seat Height 31.88-32.67 inches (810-830 mm) Wheelbase 61.25 inches (1556 mm) Rake 24.6° Trail 5.24 inches (133.3 mm) Dry weight 477 lbs (MO scales) Fuel Tank Capacity 5.28 gallons We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Triumph Tiger 850 Sport Review – First Ride appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/PMOXTOhg0OASource

Sure you know Harley-Davidson is the goliath among motorcycle manufacturers. And in the back of your mind you knew The Motor Company has a huge apparel line. But have you ever stopped to think about how big the apparel line actually is? Probably not. It’s so big, H-D has its own Amazon store dedicated to just footwear. Yep, that’s more that just Harley-Davidson boots. It’s so big that, here, we’re going to focus solely on Women’s footwear from the Bar and Shield (pun not intended). We’re going to take a look at the 10 most popular boots and shoes for women, brought to you by the dedicated folks in the apparel division of Harley-Davidson. These boots and shoes aren’t even necessarily for riding, either, though most of them seem plenty able to slip underneath a shift lever or keep you planted when you come to a stop. Seeing as how Yours Truly is not anatomically qualified to be speaking in any definitive terms about this subject, this list of boots and shoes was determined strictly based on the number of reviews left for each of them on Amazon at the time of this writing. Unsurprisingly, there are dozens more boots in the Harley store that barely missed the cut. So, without further ado, here they are. Table of Contents Tegan Ankle Boot $90-$142 (1400+ reviews) Eda Motorcycle Boot $117-$238 (624 reviews) Torland Sneaker $50-$111 (547 reviews) Beechwood Work Boot $188 (522 reviews) Inman Mills Motorcycle Boot $95-$142 (497 reviews) Amherst Motorcycle Boot $68-$198 (481 reviews) Jammie Strap And Buckle 10" Black Mid Cut Boot $100-$238 (314 reviews) Tyler 6" Boot $90-$130 (306 reviews) Keeler Motorcycle Boot $120-$263 (302 reviews) Abbey Work Boot $125-$180 (298 reviews) Tegan Ankle Boot $90-$142 (1400+ reviews) By far the Harley women’s boot with the most reviews, the Tegan ankle boot seems to be a very popular choice. Stylish on or off the motorcycle (errr…Harley), this short lace up leather boot features a YKK locking zipper along the inner side for easy entry. The single strap across the top of the foot helps cinch down the boot for a tighter fit. On the bottom of the boot you’ll find a lightweight outsole and heel for comfortable, functional fashion for any journey. Shop Now Eda Motorcycle Boot $117-$238 (624 reviews) The Eda boot boldly represents the Harley-Davidson counterculture style. This 10-inch lace-up full grain leather boot features a zipper on the side, making it easy to take the boot on and off. Mesh lining on the inner portion of the boot makes it breathable, resulting in a comfortable fit. Style points are seen throughout, including the D-ring buckle, metal eyelets, and distinctive metal Bar and Shield logo sitting above the ankle. The full grain leather means the boot is durable, on or off the bike. Lastly, the lightweight outsoles and heels provide nice flexibility and good traction for comfortable standing, walking, or riding. Shop Now Torland Sneaker $50-$111 (547 reviews) With 547 reviews to its name (and counting), the Torland sneaker is clearly not meant for riding (though we’ve seen people ride in less). Nonetheless, the casual vulcanized canvas sneaker is a hit on Amazon thanks to its iconic look and huge amounts of comfort. The word “cute” is also mentioned in several different reviews. These low tops have a rubberized sole that mimic the classic look seen on many other shoes with similar style. The Torland is available in both white and black. Shop Now Beechwood Work Boot $188 (522 reviews) We’re only on the fourth boot on the list and already we have the second high top. This time it’s Harley’s Beechwood work boot featuring 100% full grain leather construction. And because Harley’s official description was too good not to use, we’ll repeat it again here: The Harley-Davidson Beechwood is a tall and sexy leather riding boot that is perfect for the lady who likes a little more leather on her legs. The Beechwood boot blends iconic moto-inspiration with a super sexy knee-high lace-up silhouette. Specifically, the shaft of the boot measures 16.75 inches from the arch, and the heel itself is 1.25 inches. Side zippers make entry and exit much easier, and the rubber outsole is abrasion, oil, and slip resistant. All good things whether you’re on or off the bike. Shop Now Inman Mills Motorcycle Boot $95-$142 (497 reviews) Next on the list is the Inman Mills boot. A more classically-styled boot, the leather construction gives way to a few finer touches like metal eyelets for the laces, a Harley decal on the side, and the iconic bar and shield adorning the bottom lace. Dual entry zippers running along both sides of the tongue are not only stylish, but make it easy to slip these boots on and off. The mesh inner lining is breathable for more comfort. Shop Now Amherst Motorcycle Boot $68-$198 (481 reviews) A short women’s boot with just the right amount of attitude, the Amherst is a full grain leather boot that does away with laces entirely. It has a lightweight outsole and heel, with YKK dual locking inside and outside zippers for fashionable convenience and easy entry and exit. The added toe stitching and iconic Harley-Davidson bar and shield gives this boot just the right amount of moto edge. Shop Now Jammie Strap And Buckle 10" Black Mid Cut Boot $100-$238 (314 reviews) It’s back to semi-tall boots and laces we go with the fan-favorite Jammie boot. These aren’t quite as high as the Beechwood boot earlier, but the shaft still rises about 8 inches from the arch. The leather strap buckles across the top for a better fit and to help keep the laces in place. Unsurprisingly, the Jammie also features full leather construction and a side entry zipper like most of the other boots here. The rubber outsole is abrasion, oil, and slip resistant. Shop Now Tyler 6" Boot $90-$130 (306 reviews) Getting back to a more normal boot shape, we have the Tyler boot. Don’t be fooled by the 6-inch moniker in the name; it’s a combination of of the 2-inch heel and 4-inch height of the shaft (from the heel). The upper is made from full grain leather, featuring a full-length soft cushioned sock lining. Fashionable features include metal logo eyelets with 2-pair speed hooks at the top; Embossed Harley Bar & Shield Logo on heels with a Harley Bar & Shield Logo on the sides, just below the cuff. Shop Now Keeler Motorcycle Boot $120-$263 (302 reviews) We’re back with a slightly taller boot with the Keeler, as the shaft goes approximately to the mid-calf. But there’s a good reason for the Keeler’s added height – this women’s combat boot features an outside zipper pocket to store your keys, cards… or anything else you normally lose at the bar. Not that you would lose anything, since all your drinks are virgin. Right? Otherwise, we’re back to the similar pattern we’ve seen multiple times already. The Keeler’s full leather construction has metal eyelets and a full inner side zipper. It’s also available in black or brown. Shop Now Abbey Work Boot $125-$180 (298 reviews) Leave it until the very end to find a boot that doesn’t look like a normal boot. Not only that, but the Abbey isn’t 100% leather. It’s 70% leather construction is mixed with 30% suede for a classy, stylish look. There’s a 3.5-inch heel and 5.5-inch shaft. Three buckles not only add a ton of style, but they’re adjustable to customize the fit. We’re not completely steering away from patterns seen on other boots here: you’ll still find an inner side zipper for easy access. Then, once inside the boot you’ll find a full-length cushioned sock lining for extra comfort. Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. 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There are many reasons why motorcycles (unfortunately) get put away to storage: repairs, restorations, and sometimes life in general means you have to put the bike away for a while. For most of us though, winter is the most obvious reason motorcycles get put away, and as we type this winter has begun to rear its ugly head in the way of snowstorms and bitter cold in many regions of the US. Unfortunately, for many motorcyclists, that means a long depressing few months of storing away your beloved two-wheeled friend from the elements. For long-term storage, it’s best to get yourself a smart battery charger to maintain the optimum voltage level to be sure your bike’s battery voltage doesn’t drop to potentially damaging levels, leaving you unable to ride when that first nice day comes around. Remember, you want to avoid the cheap chargers that continuously charge your battery without any regard for its current voltage. These “dumb” chargers can actually damage your battery and should never be used. We scoured the market and put together a few of the most popular units in this battery charger buyer’s guide to help you learn about different chargers and their features from various brands. Consider this a one-stop article to decide which charger is best for you and your battery. Table of Contents Battery Tender Junior Amazon Basics Battery Charger Noco Genius 10-Amp Fully-Automatic Smart Charger Yuasa 1 AMP Automatic Battery Charger & Maintainer TecMate Optimate 3 Battery Charger Battery Tender Junior Battery Tender is probably one of the most widely known brands to us motorcyclists. The Deltran Battery Tender company has been around since 1965 and has been stocked by powersports dealers around the country for years. The Battery Tender Junior is one of the company’s most popular models and is a great relatively low-cost smart battery tender in a small package. Plug it in and forget about it. The Battery Tender Junior incorporates a “brain” which allows the tender to detect when the battery has reached a full charge, then reverting the tender into float/maintenance mode to keep the battery at the optimum voltage. This unit also continuously monitors the state of charge and switches back to charge mode if necessary, making the unit a set-it-and-forget-it type of application. Two LEDs on the front convey the charger’s status. The Junior comes with a four-step charging program (Initialization, Bulk Charge, Absorption Mode, and Float Mode), is spark proof, and reverse polarity protected all the while coming with a five-year warranty. If you like to be on the cutting edge of technology, Battery Tender also makes the Power Plus 75A Booster Battery Charger w/Wi-Fi to connect your phone via the Battery Tender app to receive notifications and check your battery status with your mobile device. The Battery Tender Junior comes with a five-year warranty and can be used with AGM, and Gel cell batteries. Shop Now Amazon Basics Battery Charger Whether you like it or not, Jeff Bezos has infiltrated nearly every facet of our lives, including keeping your motorcycle battery topped up (unless you have a lithium one). With the Amazon Basics Battery Charger you get a sleek and compact charger that plugs into any 120v outlet and delivers 12V at 800mA for lead acid, AGM, and gel type batteries for less than $20. It uses alligator clips to attach to the battery terminals and features reverse polarity protection, meaning it won’t turn on if you have the clips attached to the wrong terminal. Having O-ring attachements would have been nice, but for the price they are understandably not included. Backed by a one-year limited warranty, it includes a fused ring terminal harness and can safely be used indoors, say, in a garage. Shop Now Noco Genius 10-Amp Fully-Automatic Smart Charger The Noco Genius 10 really is a powerhouse when it comes to battery chargers, maintainers, trickle chargers, and desulfators. Designed for 6-volt and 12-volt lead-acid automotive, marine, and deep-cycle batteries, it also works on flooded, gel, AGM, and maintenance-free batteries. As an added bonus, it can also keep lithium-ion batteries in tip top shape. The genius of it all comes in the many features Noco packs it with. An integrated thermal sensor detects the ambient temperature and alters the charge to eliminate over-charging in hot climates and under-charging in cold climates. It can charge batteries as low as 1-volt. Or, if your battery truly is a goner but you want to give it one last shot, you can use the all-new force mode that allows you to take control and manually begin charging dead batteries down to zero volts. Finally, the Noco Genius automatically detects battery sulfation and acid stratification to restore lost battery performance for stronger engine starts and extended battery life. With nearly 4,000 reviews on Amazon – 83% of them positive – the Noco Genius 10 is clearly a popular choice for keeping your battery alive and as healthy as possible. Shop Now Yuasa 1 AMP Automatic Battery Charger & Maintainer Yuasa, one of the largest OEM battery suppliers of powersport vehicles, also makes a few different battery chargers to service its massive lineup. Keeping the theme of relatively inexpensive low amp chargers, we are looking at Yuasa’s 1 AMP Automatic Battery Charger & Maintainer because you simply don’t need a charger with more AMPs unless you need to charge a battery more quickly. If you’re just plugging your battery in for the winter to maintain it or are in no need to quickly charge a battery, one amp will do. The Yuasa 1 Amp charger is a simple smart charger with only three LEDs and two cords with an internal processor to prevent overcharging which also utilizes a three-step charging cycle to charge and automatically switch to maintenance mode. Use of this charger couldn’t be more simple, connect the alligator clips or battery rings to your battery, and the LEDs will tell you the status of the unit: charging, maintaining, or full, as well as a fault indicator, should there be an issue with the battery itself. Yuasa does not recommend this charger for use with lithium-ion batteries. This charger carries a five-year limited warranty. Shop Now TecMate Optimate 3 Battery Charger The Tecmate Optimate 3 is a robust smart charger with that touts itself as an all-in-one tool for battery testing, charging, recovering, and maintaining. The Optimate 3 can be used for AGM, Gel, Standard batteries and comes with alligator clips as well as battery rings and uses an SAE type plug should you already have a system attached to your motorcycle. Where the Optimate three stands out on this list is its ability to recover or desulfate severely discharged batteries (claimed to be able to recover batteries with voltage as low as 2V) with a seven-step recovery program. Otherwise, the Tecmate system works much the same as other chargers on our list as a smart charger with LED indicators on the front of the unit to tell you what status the charger is at when connected to your battery. Like the others, the Optimate monitors voltages to prevent overcharging and will revert to maintenance mode once the battery is fully charged. Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. 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The Harley-Davidson Custom Vehicle Operations lineup returns four models for 2021, offering the most exclusive components and styling the company has to offer. The four CVO models are the same as last year, consisting of the CVO Limited, CVO Street Glide, CVO Road Glide, and the CVO Tri Glide threewheeler. For 2021, the CVO lineup receives a new audio system powered by Rockford Fosgate. Specific features vary depending on the model, but they all incorporate Harley-Davidson’s Boom! Box GTS infotainment system. Each CVO model also comes with a Boom! Audio 30K Bluetooth helmet set. All four CVO models come equipped with the Milwaukee-Eight V-Twin engine, displacing 117 ci (1923cc) and claiming a peak output of 125 lb-ft. of torque. All CVO models come standard with the RDRS Safety Enhancements electronics as standard equipment. This includes cornering linked braking, cornering ABS, cornering traction control, drag-torque slip control, vehicle hold control and a tire pressure monitoring system. The CVO Limited and CVO Street Glide also come standard with the Daymaker adaptive LED headlight that provides additional lighting while leaning into corners. 2021 Harley-Davidson CVO Road Glide For 2021, the CVO Road Glide is equipped with a new 21-inch cast aluminum wheel with laced spokes and a matching 18-inch rear wheel. The CVO Street Glide also gets a new LED console light and new instrument faces. This year, Harley-Davidson decided to equip the CVO Street Glide with its standard-length saddlebags instead of the extended-length bags used on the 2020 model. The 2021 CVO Road Glide receives the Stage II version of the audio system, which includes a four-channel 400-watt amplifier, 6.5-inch speakers in the fairing and the saddlebags, each rated at 125 watts. The CVO Road Glide comes with a custom Fang Front Spoiler, dual Daymaker LED headlights and a Screamin’ Eagle Heavy Breather intake claims improved air flow and a hot-rod style. Other features include heated grips, and shifter pegs, brake pedal cover, muffler end caps, and rider and passenger boards from Harley’s Kahuna collection. The custom paint options include Sunset Orange Fade/Sunset Black with satin chrome finishes, Black Hole with gloss black and black onyx finishes, or Bronze Armor with smoked satin and gloss black finishes. 2021 Harley-Davidson CVO Limited The CVO Limited receives a new LED console light and new instrument faces. It also gets the Stage I audio system, which includes four two-way speakers (placed in the fairing and Tour-Pak), powered by a single, four-channel 300-watt amplifier. Returning features include the 19-inch front and 18-inch rear Tomahawk wheels in Gloss Black and Contrast Satin. The CVO limited also gets heated grips, shifter pegs, brake pedal cover, muffler end caps, and rider and passenger boards from the Kahuna collection. The 2021 CVO Limited paint options are Royal Purple Fade/Royal Black with chrome finishes and Bronze Armor with smoked chrome finishes. 2021 Harley-Davidson CVO Street Glide The 2021 CVO Street Glide receives the Stage II version of the audio system, which includes a four-channel 400-watt amplifier, 6.5-inch speakers in the fairing and the saddlebags, each rated at 125 watts. Other changes include a new LED console light, new instrument faces, and three paint options: Sunset Orange Fade/Sunset Black with satin chrome finishes, Great White Pearl with gloss black and black onyx finishes, and Bronze Armor with smoked satin finishes. 2021 Harley-Davidson CVO Tri Glide The CVO Tri Glide receives new instrument faces and the Stage I version of the audio system which includes four Boom two-way speakers (mounted in the fairing and Tour-Pak), all powered by a single 4-channel 300-watt amp. The 2021 CVO Tri Glide paint options include Sunset Orange/Sunset Black with chrome finishes and Charred Crimson with black finishes. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Harley-Davidson CVO Lineup Announced appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/ZAWkJrX63RISource

Today, KTM has announced the release of the 2021 890 Duke – without an R at the end – completing the isolation and betrayal 790 Duke owners must be feeling right now after their bike was introduced at the end of 2017. Being the new down-spec model, we’re a little surprised The Scalpel, as it’s referred to (not to be confused with the 890 Duke R’s Super Scalpel moniker), isn’t too far removed from the 890 Duke R. Though there’s a clear difference from the 790 Duke. The base model 890 Duke doesn’t stray too far from the 890 Duke R. We’re talking, of course, about the bigger 889cc parallel-Twin LC8c engine we first saw with the 890 Duke R. If you’re new to Motorcycle.com, then you should know we’ve covered the 890 Duke R extensively in the past, first with 6 Things You Need To Know about the bike, then a First Ride Review, followed by a track comparison between it and the Boss’s own 790 Duke he converted into his own interpretation of what a 790 Duke R should be. After riding the 890 Duke R, however, Bossman Brasfield admitted how good it was (it is our 2020 Motorcycle of the Year, after all), but swore (and still does) that he’s happy with his 790 buying decision. The rest of the staff has their doubts… Nonetheless, there’s no getting around the fact that the standout feature of the bigger Duke is its 890 engine. In non-R form, KTM says it’ll deliver 115 hp and 68 lb-ft (92 Nm) of torque – 10 horses more than the 790 and 3.6 lb-ft more torque. Bore and stroke are bigger than the 790, and even though the pistons are therefore larger, they are lighter than the 790 pieces. Moving to the cylinder head you’ll find four valves per cylinder, dual overhead lightweight camshafts, one spark plug per cylinder, DLC-coated finger followers, steel valves, and a hydraulic cam chain tensioner. Redline is also higher – 10,500 rpm vs. 10,000 on the 790. The result is an athletic engine that delivers 60 lb-ft of torque from as low as 5500 rpm, a real benefit in real-world street riding applications. With a bigger engine comes more power. Not that the 790 had any problems with wheelies. In fact, the engine is unchanged from the R model, so if you want to take a deep dive into it, click on the 6 Things article above to read all about it. One of the 790’s strong points was its gearbox, and much of that same architecture remains on the 890 Duke. For 2021 lighter spring action and shorter lever travel makes it easier and faster to change gears. Or you can check the Quickshfiter+ box on the options sheet for clutchless shifts in either direction. KTM says its settings have been revised and improved. Hopefully, this means the dreaded shifting weakness we experienced with the 890 Duke R has been resolved. The subframe is a trick cast aluminum piece that houses the airbox, suspends the rider, and doesn’t require any additional bracing to maintain its integrity – that’s all already built-in. Since the 890 Duke is meant to be more street-friendly, seat height is lowered to 32.2 inches (from 32.8 inches on the R model). A lower seat height should appeal to more riders. Here, Evans contemplates his motorcycle choice. Ok, not really. Somewhat surprisingly, the suspension on the 890 Duke stays largely unchanged from the 890 Duke R. The standard 890 Duke retains the fully adjustable WP Apex 43mm open cartridge fork with linear springs in front and Apex shock in the rear with high- and low-speed compression damping, rebound, and hydraulic spring preload adjustment. The fork has an added base valve for better high-speed damping. Cast aluminum triple clamps allow for four different handlebar mounting positions to suit a variety of riders and riding styles. The bar is 30 inches wide. Of course, the standard model couldn’t retain all of the hardware from the R model, and we see that in the braking department. Like the 790 Duke, brake discs are 300mm (compared to 320mm on the R model), and the Brembo calipers from the R are gone, too, replaced with new, KTM-branded J.Juan calipers. More aggressive brake pads improve brake feel. The 890 Duke uses cast wheels, but they are now fitted with Continental ContiRoad tires instead of the Michelin rubber used before. KTM praised the warm-up times for the new Continental ContiRoad tires the 890 will come with. Rolling burnouts not necessary. Arguably, where the 890 Duke gets its biggest gains compared to the 790 (and even compared to the 890 Duke R) isn’t so much in the engine, but in the electronics. Now equipped with the six-axis IMU, the 890 Duke can now take advantage of Cornering ABS and Supermoto ABS, which disables rear ABS, rear lift mitigation, and the C-ABS function, so you can properly back it in like a hooligan. The latest generation of KTM’s MTC (Motorcycle Traction Control) takes advantage of the IMU and increased processing power to incorporate lean-angle sensitive traction control that’s set per the three Ride Modes and is also independently adjustable from one of nine levels if you get the optional Track Mode (which also lets you customize throttle control, and anti-wheelie functions). We’ve loved the Duke lineup in all its different forms, so there’s no reason to believe this latest version will let us down. All in all, the 890 Duke isn’t much of a downgrade from the R model – and that’s a good thing. Though if you own a 790 Duke we think you have every right to be upset right about now. Once we have a chance to throw a leg over the standard 890 Duke we’ll tell you exactly what it’s like to ride, though if the R is any indication, this should be nearly as exciting. Pricing details weren’t available at press time. 2021 KTM 890 Duke Specifications Engine Type Liquid-cooled, four-valve, DOHC Parallel-Twin, 4-stroke Displacement 890 cc Bore x Stroke 90.7 mm / 68.8 mm Compression Ratio 13.5:1 Starter / Battery Electric starter / 12V, 10 Ah Transmission 6 gears Fuel System DKK Dell’Orto (Throttle body 46 mm) Chain X-Ring 520 Lubrication Pressure lubrication with 2 oil pumps Engine Oil Motorex, Power Synth SAE 10W-50 Clutch Cable operated PASCTM Slipper clutch Ignition / Engine Management Bosch EMS with RBW Traction Control MTC (lean angle sensitive, 3-Mode disengageable + Track mode optional) Frame Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated Subframe Aluminum, powder coated Handlebar Aluminum, tapered, Ø 28 / 22 mm Front Suspension WP APEX 43 (compression, rebound adjustable) Rear Suspension WP APEX Monoshock (Compression (high and low speed), rebound, hydraulic preload adjustable) Front Brake 2 × four-piston, radially mounted calipers, brake disc Ø 300 mm Rear Brake Single-piston floating caliper, brake disc Ø 240 mm ABS Bosch 9.1 MP (incl. Cornering-ABS and supermoto mode) Front Wheel Cast aluminum, 3.50 x 17” Rear Wheel Cast aluminum, 5.50 x 17” Front Tire 120/70 x 17 Rear Tire 180/55 x 17 Silencer Stainless steel primary and secondary silencer Rake / Trail 24.3° / 3.9 inches (99.7mm) Wheelbase 58.3 ± 0.6 inches Ground Clearance 8.1 in Seat Height 32.2 in Fuel Capacity 3.7 gallons Dry Weight 365.9 pounds (claimed) The post KTM Introduce The 2021 890 Duke appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/FT2gGUDfFO4Source

Harley-Davidson announced its returning touring lineup for 2021, with updated paint options and small updates to the three Special models. As we expected, all of the 2020 model are returning in the face of Harley-Davidson’s plans to streamline its product portfolio. That means the 2021 lineup consists of the Electra Glide Standard, Road Glide Limited, Road Glide Special, Road King, Road King Special, Street Glide, Street Glide Special, and Ultra Limited. Which Harley-Davidson Models Are Getting Axed? All 2021 Harley-Davidson touring models are powered by the Milwaukee-Eight 45° V-Twin engine. The Special and Limited models are powered by the 114ci (1868cc) version of the engine, with the Limited models getting the added benefit of liquid-cooled cylinder heads. The rest of the touring line makes use with the smaller 107ci (1746cc) air-cooled engine. The touring chassis is unchanged for 2021, with dual bending valve forks, emulsion technology rear shocks and linked ABS as standard equipment. The RDRS electronics suite has been renamed as “RDRS Safety Enhancements” and will be offered as an option for all touring models. The RDRS package varies slightly from model to model, but for the the most part, it includes cornering ABS, cornering traction control, drag-torque slip control, vehicle hold control and a tire pressure monitoring system. 2021 Harley-Davidson Street Glide Special The 2021 Street Glide Special receives Harley’s Daymaker LED headlamp, replacing the previous dual-halogen lights. It also gets a new six-gallon fuel tank with a side fuel fill, giving it a lower profile. The new tank also includes a lower-profile center console and a new Bar and Shield medallion. Like the other Special models, the Street Glide Special receives smaller engine guards with 1.25 inch diameter bars that are 11-inches lower and a slightly forward sweep compared to the standard guards. Returning features include a batwing fairing with splitstream vent, stretched locking bags, and Boom Box GTS infotainment system with Android Auto and Apple CarPlay. For 2021, the Street Glide Special will be offered in chrome styling with machined wheel highlights or a dark styling. The chromed versions will be available in Vivid Black, Black Jack Metallic, Billiard Red, or the custom Snake Venom paint option. The dark styling paint options are Vivid Black, Gauntlet Gray Metallic, Billiard Red, Deadwood Green Denim, or the Snake Venom custom option. 2021 Harley-Davidson Road Glide Special The shark nosed Road Glide Special receives the same lower-profile engine guards, six-gallon fuel tank with lower center console and tank medallion as the Street Glide Special. Other features include dual Daymaker LED headlights, stretched locking saddlebags, and a Boom! Box GTS infotainment system with Android Auto and Apple Carplay. For 2021, the Road Glide Special will be offered in chrome styling with machined wheel highlights or a dark styling. The chromed versions will be available in Vivid Black, Midnight Crimson, Billiard Teal, or the custom Snake Venom paint option. The dark styling paint options are Vivid Black, River Rock Gray Denim, Billiard Teal, Midnight Crimson, or the Snake Venom custom option. 2021 Harley-Davidson Road King Special Like the Road Glide Special, the Road King Special receives the low-profile engine guards, Daymaker LED lights and Bar & Shield tank medallion. Returning features include a mini-ape handlebar and streteched locking saddlebags. The 2021 Road King Special will be offered in Vivid Black, Black Jack Metallic, Deadwood Green or the custom Snake Venom color, all with dark styling components. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Harley-Davidson Touring Lineup Confirmed appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/zhkPpTcFW3cSource

Motorcycles seem to invite their owners to tinker with them. Maybe it’s the fact that often the components are easy to get to once the bodywork has been removed. Regardless of the reason, we, as motorcyclists, tend to maintain and modify our own machines, leaving only the most highly technical items to the mechanics at our local shop. But what if you’re new to motorcycling? Where do you start? Most budding mechanics begin with a basic mechanics selection of tools: sockets, ratchets, open end wrenches, and a selection of pliers. If you shop carefully, you can score some good deals on quality tools. However, there are some specialized motorcycle tools that may not be readily apparent that can make your wrenching so much easier. Read on to find out what the staff at Motorcycle.com considers to be the essential motorcycle tools in their garages. Table of Contents Front and Rear Stands Ratcheting Combination Wrenches Smart Battery Charger Cable Luber Multimeter Chain Breaker/Riveter Brake Bleeder Axle Tool Torque Wrench Factory Service Manual Front and Rear Stands We’re happy to report that manufacturers are starting to include center stands on some standard motorcycles again. Still, many bikes don’t have them, and working on your bike is much easier when it is upright on a stand. While not all motorcycles can accommodate a rear stand, if your bike will, it is a worthwhile investment. Chain lubing will be much simpler, and the bike will be held in a much sturdier position for other maintenance chores. If you plan on doing any work that requires the front wheel be removed, you should also invest in a front stand to support the bike when it’s not wearing any shoes. Bottom Line/No motorcycle garage should be without stands Shop Now Ratcheting Combination Wrenches Yes, you can get by with just a standard set of combination wrenches, but you’d be amazed at how many tight spaces that you can’t fit a standard ratchet into. Also, in spaces where you have a limited angle of rotation, some wrenches allow you to ratchet in as little as 2°. In those instances, you can save tons of time with a combination wrench that has a ratchet at one end. Bottom Line/These may become some of your most reached for tools Shop Now Smart Battery Charger In a perfect world, we’d ride our motorcycles every day. While a few hardy enthusiasts do, the vast majority of us have to park our bikes occasionally. For those times when our pride and joy sits for more than a few days, the longevity of its battery can be dramatically improved by using a smart battery charger. These chargers monitor the state of your bike’s battery and only actively charge it when the voltage drops below a certain level. Once the proper voltage is reached, the charger returns to float mode to keep your bike in its ideal range. Note: the chargers for standard lead-acid batteries and lithium ion batteries are different. Make sure you buy the proper charger for your bike’s battery. Bottom Line/Never encounter the dreaded click, click, click again Shop Now Cable Luber Although cable lubers aren’t terribly expensive, they are worth their weight in gold when it’s time to lubricate your motorcycle’s cables. You simply screw the tool onto the top end of the cable, insert the tube from your can of cable lube, and give it a spritz. Once the lube bubbles out the far end of the cable, you can be comfortable with the knowledge that your cables will last a long time. Some might scoff that the lowly luber is still on this list since so many bikes come with a ride-by-wire-throttle. Still, having a smooth clutch engagement is one of the joys of motorcycling. Bottom Line/Will the advancement of technology knock the cable luber off the list? Shop Now Multimeter From testing your battery’s voltage to troubleshooting electrical shorts, a multimeter is an essential part of your mechanics arsenal. It doesn’t need to be a big fancy one, either. You just need the basics: DC voltage, continuity, and resistance. Bottom Line/You'll never be able to trace that short without a multimeter Shop Now Chain Breaker/Riveter Most chain-driven motorcycles come with endless chains from the factory. So, you’ll need to break it before you can replace it. Then you’ll need to cut your replacement chain to length. Finally, you’ll need to spread the rivets on the new master link to finish the job. Guess what? You only need one tool. Go ahead, spend the money on a chain breaker/riveter. It’s worth every penny. Bottom Line/You'll never have to know the indignity of tossing a master link Shop Now Brake Bleeder A vacuum hydraulic line bleeder used to be a luxury, but now with the increasingly complicated systems on ABS-equipped motorcycles, a brake bleeder is a must for the home mechanic. The brake bleeder not only saves you time, but it also can help you do a better job of getting any stray bubbles out of your bike’s hydraulic systems. Bottom Line/Increasingly important thanks to ABS Shop Now Axle Tool For years, owners of modern sport bikes had to go buy an odd-sized allen key to enable them to remove their bike’s front wheel. Then some clever soul (bless you!) came up with the motorcycle allen tool. This tool has all of the most common hex key sizes used in front axles all in one place. Buy it. You’ll be glad you did. Note: since there are many versions of the tool on the market with different size groupings, make sure you buy one with the size you need. Bottom Line/One tool for multiple axles Shop Now Torque Wrench Yes, torque wrenches are expensive, and your dad and grandad may have claimed to never have needed one. Still, motorcycles have changed, and the manufacturing tolerances are much tighter. When you’re putting your bike back together, you’ll feel better about your work if you use the proper torque for each part. Trust us on this. Torque wrenches are so important that they have a buyer’s guide devoted to them. Bottom Line/Significantly more accurate than a torque elbow Shop Now Factory Service Manual Nobody knows a motorcycle better than the engineers who created it. So, it makes sense that you buy the factory service manual for your bike. You’ll learn the proper way to disassemble and reassemble your bike like a pro. Also, any specialty tools you may need for your particular motorcycle will be listed, making it possible to buy them before your engine’s halfway apart. A factory service manual will outline all of the service intervals for your particular model. Seeing that book on the shelf with greasy fingerprints all over it will put a smile on your face. See your local dealer for your bike’s factory service manual. Bottom Line/Correct information from the engineers that designed your motorcycle Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Must Have Motorcycle Tools appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/ozBHda_1qRMSource

2021 Kawasaki KX250XEditor Score: 93.5%Engine 19.0/20Suspension/Handling 14.5/15 Transmission/Clutch 9.5/10Brakes 9.0/10 Instruments/Controls4.5/5 Ergonomics/Comfort 8.0/10 Appearance/Quality 9.5/10Desirability 9.5/10Value 9.0/10Overall Score92.5/100 The 2021 Kawasaki KX250X is essentially the same motorcycle as the ‘21 KX250(F) with a few necessary changes to convert the motocrosser to an off-road racing machine. That’s not a bad thing by any means, particularly because the KX250F just received a major overhaul this year. Since this “new” model marks Kawasaki’s focus on off-road racing – a genre it has had major success in in the past – we couldn’t wait to get our hands on this latest model. Way back in the middle of 2019, we tested Honda and Yamaha’s cross-country 250s – both of which are also heavily based on their corresponding motocross models. These off-road machines are not only weapons for off-road racing, but also exciting performance-focused trail bikes. Now that Kawasaki has a new entry into the XC segment, we were excited to see how the KX250X would stack up to others in the field. What turns an F into an X? In Kawasaki’s eyes, not a lot. Just the essentials. The changes consist of a 21/18-inch wheel combo (instead of the standard 21/19 for motocrossers) which is fitted with off-road specific rubber, revised suspension, an extra tooth on the rear sprocket, a plastic skid plate and rear rotor guard, and a handy, convenient side stand for when you can’t find anything to lean your bike against. The KX250X’s 21/18-inch wheel combo is wrapped in Dunlop’s standard off-road rubber – the Geomax AT81. These tires are developed specifically for use in off-road environments which can require a more rugged tire as well as extra sidewall height. This acts as the motorcycle’s first line of suspension when the rubber meets the trail. The extra sidewall height commonly found on 18-inch tires helps an off-road motorcycle to be more compliant by offering more flex than a lower profile MX-style tire. Kawasaki is in its second year of using KYB suspension on its KX250, and we see the same components used on the X model. Adjustments have been made to soften up the suspension, with the 48mm coil-spring fork going one spring rate softer (4.7 N/mm) and getting dedicated valving. The shock uses the same Uni-Trak rear suspension link as well as spring rate at 54N/mm, although valving is said to be tuned for off-road environments. The KYB shock features a 50mm shock body and 16mm shaft. Kashima coatings are used on both ends for durability. The 51-tooth rear sprocket helps the 250X feel torquier and is more resistant to stalling when riding through technical slower terrain. The KX250X retains the close-ratio five-speed gearbox from the motocross model. Other than the aforementioned, Kawi finished the X off with a plastic skid plate fitted between the lower frame rails, a plastic guard for the water pump and rear rotor, and a kickstand. While the plastic bits are actually more robust than one might initially think, it’s probably best to replace them before bashing your way through a boulder field. 2021 KX250 Platform We’d be doing Kawasaki a disservice if we didn’t discuss the fairly substantial overhaul that the bike received for 2021. At Motorcycle.com, we haven’t historically covered bikes of the off-road or MX persuasion, at least not thoroughly and consecutively due to the fact that all of the other guys around here are scared to get their boots dirty. We don’t have a review of the ‘21 motocrosser to link to, so I’ll include below the list of items that culminate in a thoroughly revised motorcycle for the 2021 model year. The 250 motor received updates in 2017 as well as revisions in 2020. The 2021 motor continues the trend with a number of new features. First off – and most importantly to some – Kawasaki’s 250 finally joins the rest of the class with the magic button powered by a lightweight lithium-ion battery. Starting is also made easy by the automatic centrifugal decompression system on the exhaust cam which lifts one of the exhaust valves when starting. With the addition of lighter finger-follower valve actuation in 2020, Kawasaki has continued to increase power output with the latest model while also increasing the rev-limit to 14,500. The engine features a 14.1:1 compression ratio with a 78mm bore and 52.2mm stroke. Titanium intake (32mm) and exhaust (26.5mm) valves are used, adding lightness to the system. DLC coatings protect against wear. The cylinder itself is offset 3mm forward, while plateau honing on the bore results in a smooth surface with good oil retention. A downdraft intake design is used to efficiently pull in air while the 44mm throttle body aids in high-rpm performance. Hiding the hydraulic clutch’s reservoir from view here is Kawasaki’s launch control button. The new hydraulic clutch system uses a single coned-disc spring rather than the traditional multi coil spring system. Kawasaki tells us this contributes to lighter clutch actuation while also providing better heat dissipation, reducing clutch fade. Revised clutch plates and materials also aid in heat resistance as well as reducing drag when the clutch is pulled in. The KX250 also comes with three couplers that can be used to change the fuel map. Black, green, and white couplers represent the least to most aggressive maps in that order. Should you pop for the accessory KX FI Calibration kit, you can further alter those map settings to your liking. Moving on to the chassis, the KX250 uses a KX450-derived frame with small changes to better suit it to the KX250. The lightweight aluminum perimeter frame is constructed from extruded, forged, and cast pieces. This is said to offer the right balance of frame rigidity to deliver light handling and traction. The swingarm also borrows heavily from the 450 design. As mentioned before, KYB suspension is used throughout with specific settings for the motocross and XC models. Braking supplies the petal-type discs with a 270mm rotor up front and a 240mm in the rear. Nissin handles the rest of the braking responsibilities with the two-piston front caliper and single-piston rear unit as well as fore and aft master cylinders. Adjustable ergonomics can be found throughout including a four-position adjustable 1-⅛-inch Renthal Fatbar and two-position adjustable footpegs. The flatter design at the top of the fuel tank allows riders to more easily move as far forward as they wish, unencumbered. Adding to the slim feeling of the bike overall are the single-piece radiator shrouds which help keep the motorcycle as narrow as possible. The X Factor Back to the KX250X. So, what’s it like to ride? Thrilling. Exciting. Titillating. Generally, a lot of fun. Really, the KX250X has all of its motocross sibling’s tendencies and brings with it the necessary accouterment for off-road racing – except handguards (sigh). The changes Kawasaki made to the KX250 are the first things folks looking to race GNCCs or WORCs are going to do – and for only $100 over the KX250’s MSRP. It would cost plenty more than that to make the modifications yourself. Are you going to have to start dumping cash into it once you get it off of the showroom floor? I certainly don’t think so. Unless maybe you’re racing near the top of your class in the previously mentioned series or are abnormally big or small. I spent three days in the middle of the CA desert living in a wigwam doing nothing but peyote and riding the KX250X with no human interaction of any kind. I shat in foxholes, hunted jackrabbits for sustenance, and blasted through the desert fully nude atop the green motorcycle. It seemed like a fitting way to say farewell to the raging dumpster fire that was 2020 while welcoming the warmth from 2021’s nearly instant spontaneous combustion. After those days of back-to-back testing in everything from tight technical rock crawling to flowing singletrack and high-speed sand washes, I came away slightly surprised by how well the Kawi handled everything. I expected the power to be too abrupt in rocky technical bits and the suspension too harsh. That wasn’t the case at all. Did I have to modulate the clutch more than the 2-stroke enduro in my garage? Yes. Did the suspension ever feel harsh? Not really. The KYB suspension on the X model handled everything I forced it over exceedingly well. Aside from setting the sag, I left the fork and shock at its factory settings. After all, suspension settings for off-road riding – particularly in the California desert – will always be a compromise. If you plan to ride through 50% rocks and 50% sand, then you’ll want to have your suspension settings dialed right in the middle. That said, if you ride a certain type of terrain or live/ride in an area with more consistent terrain, the KYB units offer plenty of adjustability to get you dialed in. It seemed the faster I went (with my moderate skill level), the better the KYB units worked. Kawasaki did a great job finding that “goldilocks” setting. There are three different couplers that come with the bike to change the fuel map. The 250X that I picked up from Kawasaki had the green (standard) coupler installed and again, for the mixture of riding I did, it was nearly perfect. Off the showroom floor, the black coupler will be installed on the X. I didn’t have the chance to test the black (mild) or white (wild) maps, but found the green to provide enough throttle response in sand while not being too abrupt in the rocks. Even during slower technical sections that required more clutch work, the hydraulic unit was easy to modulate and fatigue never crossed my mind (or left hand), nor did I have any clutch fade due to excessive use. The clutch’s strong precise engagement also made lofting the front wheel, pivot turns, etc. effortless. The 51-tooth rear sprocket also helped in these scenarios. Ergos for 5-foot 8-inch me worked well in the factory settings with the handlebar in the closer position and the footpegs in the higher position. Larger or more particular riders can move the handlebar further forward and footpegs slightly forward and lower. The bike feels very menuevarable and slim. Weighing in at 240 lbs wet, it’s also easy to manhandle, should you need to. Kawasaki tells us the KX250X also receives different brake pads from the MX model for better performance in off-road environments. The brakes are strong and provide good feel. For those who like a softer lever, I would say the KX250X definitely errs on the stiff side, but this is my preference. So, I felt really comfortable with the front and rear brake power and feel overall. There are just a few downsides that I found with the KX250X. First is the fuel tank. The Kawasaki – unlike the equivalent Honda and Yamaha – brings with it the same 1.64-gallon fuel tank as the MXer. If you find yourself racing long distance or for hours on end, a larger tank will be an essential upgrade. Equally essential, would be handguards – as is evident by the amount of thorns embedded in my knuckles. As is, from the dealership, the KX250X is a closed-course competition only machine. This means a red sticker for California which equals riding seasons (most places) and the requirement of a spark arrestor to ride outside of closed courses. My only other minor complaint is the close-ratio five-speed gearbox. My complaint here isn’t with how the system works as much as with where I live. The extra tooth on the rear sprocket combined with the close-ratio tranny means the bike not only pulls hard AF when you’re in the meat of the power curve, but also that you flip through the gears pretty quickly in open sections. Folks back east and those riding tighter tracks or trails likely won’t have any issues with this set up, but in the wide open west, the 250X runs out of steam quicker than I would like. Typically, with XC machines we see these models getting updates a year or so after the motocrosser gets an overhaul. With Kawasaki’s new X model coming out the same year as the KX250’s overhaul, we get all the latest and greatest updates right out of the gate. I would say the KX250X falls right in between the Honda and Yamaha in terms of character, which means it could be right in the sweet spot for many riders. The first dirtbike I had in California was a 2009 Kawasaki KX250F with all of the modifications plus some (extra flywheel weight) – that Kawasaki has included with the 250X. Now, riders interested in Kawasaki have a ready-made bike from Team Green that’s race-ready (except handguards) off of the showroom floor. Like its motocross model, the KX250X is poised to dominate the category. We’ll have to see for ourselves how things shake out down the trail. 2021 Kawasaki KX250X + Highs Balanced suspension for all sorts of terrain Strong motor Great feedback and modulation at every lever – Sighs Prepare for busted knuckles… or buy handguards Limited fuel capacity I have to give it back In Gear Helmet: Alpinestars Supertech M8 $580 Vest: Alpinestars Session Race Jacket $150 Jersey: Alpinestars Venture R $50 Armor: Alpinestars Bionic Pro $192 Pants: Alpinestars Venture R $150 Knee braces: Asterisk Ultra Cell $693 Boots: Alpinestars Tech 10 $600 2021 Kawasaki KX250X Specifications MSRP $8,399 Engine Type 4-stroke single, DOHC, liquid-cooled Displacement 249cc Bore x Stroke 78.0 x 52.2mm Compression Ratio 14.1:1 Fuel System DFI with 44mm Keihin throttle body and dual injectors Ignition Digital CDI Transmission 5-speed, return shift, with wet multi-disc manual clutch Final Drive Chain Frame Type Aluminum perimeter Front Suspension 48mm inverted telescopic coil spring fork with 23-way compression damping and 20-way rebound damping. 12.4 inches of travel. Rear Suspension Uni-Trak with dual-range (2.25 turns high speed/21-way low-speed) compression damping, 38-way rebound damping and adjustable preload. 12.4 inches of travel. Front Tire 80/100-21 Rear Tire 110/100-18 Front Brakes Single semi-floating 270mm Braking petal disc with dual-piston caliper Rear Brakes Single 240mm Braking petal disc with single-piston caliper Rake/Trail 27.8/4.8 in Overall Length 85.4 in Overall Width 32.3 in Overall Height 49.6 in Ground Clearance 13.0 in Seat Height 37.2 in Curb Weight 230.2 lb without fuel / 240.2 lb (claimed) Fuel Capacity 1.64 gal Wheelbase 58.3 in Color Choices Lime Green The post 2021 Kawasaki KX250X Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/qHGnoq3nj9USource

And you stole my goddam wallet after I assfucked you! Punk!

You look like a guy I assfucked in Kansas City one time!

I'm talking about motorcycle jeans. Not jeans you would wear in a wine bar while sipping Babycham you dickhead.

Who asked you you stupid prick?

Do one yourself then you fucking miserable cunt. And fuck you as well @Sir Fallsalot Who's the other dumbass? @Swagman........that assclown is a fucking retard for sure!

Updated January 2021 Congratulations. You’ve made the decision to go to a trackday (or even a race). We think that’s one of the best decisions you can make with your motorcycle. Not only is track riding fun and addictive, but it’s also a great environment to improve your skills. But there’s a lot to do to get ready, like getting all your gear in order. Most important, of course, is your helmet. Do you have a proper track helmet? Generally speaking, a good helmet for the track is full-face, with a double D-ring closure, that meets or exceeds all federal safety guidelines. You’ll have to consult with your local track or track/race organization for the specific helmet regulations they require, but the following selections are helmets we know will easily pass any tech inspection held anywhere in the US of A, and probably the rest of the world, too. A really good track helmet will have all of that, along with a bigger eye port that lets you see ahead when you’re prone on the gas tank, as aerodynamic and light a shell as possible, and great venting so you can keep a cool head. There are many reputable helmet manufacturers out there, going about the task of head protection in their own unique ways, and there’s no way for us to sample all of them. But the helmets presented here all come from manufacturers we’d trust with our heads. Hours upon hours of time, money, and resources go into the science of making helmets as effective as possible – not just from an impact perspective, but lately, some manufacturers have poured resources into minimizing the effects of brain rotation during a crash as well. Those resources don’t come for free, however, so if you’ve wondered why top-shelf helmets cost so much, it’s because innovation has a price. Presented alphabetically, then, here are our top picks for motorcycle helmets for track use. Table of Contents 6D ATS-1R – $695 Arai Corsair-X – $712 – $3996 AGV Pista GP RR – $1300 - $1700 AGV Corsa R – $580 - 700 Bell Race Star Flex DLX – $500 - 735 Bell Star MIPS – $290 - 390 HJC RPHA 11 Pro – $345 - 530 Schuberth R2 Carbon – $700 Scorpion EXO-R1 – $400 – $460 Shark Race-R Pro – $380 – $760 Shoei X-Fourteen $732 – $890 Shoei RF-1400 – $500 - $600 6D ATS-1R – $695 It sounds cliche, but 6D really did set out to reinvent the helmet. Maybe better known in the motocross and cycling worlds, the ATS-1R is the company’s latest street/track helmet offering, replacing the ATS-1. What makes the ATS-1R, and 6D in general, different from most other helmet companies is the use of what the company calls “Omni-Directional Suspension.” It really is a completely different way of thinking about how helmets are constructed. As 6D literature explains: 6D’s revolutionary patented Omni-Directional Suspension (ODS) technology represents a fully active, in-helmet suspension and kinetic energy management system. Engineered to uncouple the helmet’s exterior shell from the inner EPS liner, the system effectively mitigates energy transfer to the head and brain of the rider during any given accident or impact event. The ODS system is comprised of 2 EPS liners separated by an array of elastomeric isolation dampers that allow the system to sheer and displace 3-dimensionally when subjected to impact. Omni-Directional Suspension functions over a much broader range of energy demands, including LOW, MID and HIGH-Velocity impacts for both Angular and Linear accelerations when compared to other competing helmets, and helmet technologies. ELASTOMERIC ISOLATION DAMPER This damper is the heart and soul of 6D’s exclusive Omni-Directional Suspension technology. An array of dampers work in unison with the dual EPS liners to isolate impact energy from the brain. The elastic properties of the dampers, combined with their unique ‘hourglass’ shape provide a progressive spring rate that manages low and mid-velocity accelerations, while simultaneously allowing the inner EPS liner to displace and shear in 3-dimensional space. This omni-directional displacement capability of the EPS liners provides ‘six degrees of freedom’, which became the inspiration for our company name; ‘6D Helmets.’ Though we’ve never crashed in the ATS-1, we’ve come away impressed in our own experience with it. With the ATS-1R, 6D has made the helmet significantly lighter than its predecessor, while also adjusting the intermediate oval head profile to better fit more riders. Bottom Line/Revolutionary technology Shop Now Arai Corsair-X – $712 – $3996 The flagship helmet in the Arai line, the Corsair-X is the same helmet you see all of Arai’s premier athletes wearing – from Jonathan Rea in World Superbike, to Maverick Viñales in MotoGP. With that being said, all Arai full-face helmets are made to the same safety standards. This means certifications like DOT and Snell are just the starting point. Each Arai incorporates the R75 shape, which as Arai explains, means the shell of the helmet has a continuous curve radius of at least 75mm. Arai says this means better dispersal of kinetic energy and minimizes “the potential for the helmet to catch on rough surfaces or obstacles, which may introduce unwanted rotational forces.” From a very basic construction standpoint, Arai helmets feature an EPS liner with a polycarbonate exterior shell (much more detail about Arai’s construction can be found here). The differences come by way of fit (long oval, round oval, or intermediate oval), ventilation, and slight aerodynamic changes. All Arai models allow for micro adjustments by simply peeling away layers of the inner liner. Arai takes pride in the fact every single helmet it makes is handmade by skilled technicians who train for years, sometimes decades, to be the chosen few on the final assembly line. With the Corsair-X specifically, ventilation is everywhere compared to the other Arai models. Two channels run the length of the helmet along the top, with a third intake vent in between. Brow vents and a chin vent, with interior channels running along the inner liner, provide direct airflow to the wearer’s head. Lastly, the Arai faceshield may be less intuitive than the others listed to change, but once the procedure is mastered, it’s one of our favorites due to its smooth operation. Furthermore, if you’re one of those people for whom only the finest will do, check out the Corsair-X RC, the raw carbon-fiber version, with a retail price of $3995.95. Oooo. Bottom Line/Handmade Japanese quality Shop Now AGV Pista GP RR – $1300 - $1700 If you don’t know who he is yet, you will after your first trackday. Valentino Rossi is perhaps the biggest name in motorcycle racing, and the Soleluna graphic (sun and moon) has been his signature design for over 20 years now. The AGV Pista GP RR is AGV’s top-of-the-line track helmet, with a shell constructed entirely of carbon fiber (not just a carbon outer layer like some other companies) for ultimate weight savings. More importantly, each of its four available shell sizes receives its own dedicated EPS liner for supreme fit and comfort. There are seven sizes, from XS to XXL, including MS (medium-small) and ML (medium-large), the former getting its own dedicated shell while the latter shares its shell with the standard L helmet. The Pista GP RR comes equipped with a long, dual-plane rear spoiler to help reduce turbulence behind the rider’s head. Computational Fluid Dynamic (CFD) simulation software was used in conjunction with wind-tunnel testing for aerodynamic purposes, not only to slice the cleanest hole through the air but also to help keep the rider’s head stable even while turning their head at high speed (our advice: Never look back). In the event of a crash, the spoiler is designed to snap off easily. Offering a 190º horizontal, and 85º vertical field of view, the eye port is huge and the 5mm thick visor is one of the thickest around. Other various detail touches of the Pista GP RR include metal top vents, scooped and elongated chin vents to help draw in more air, a revised channeling system within the chin vents to disperse air across more of the face, a recessed visor closure system for smoother operation and to help prevent accidental openings in the event of a crash. Lastly, the Pista GP RR comes with an integrated hydration system. Too much money? Take advantage of the fact that the GP RR is really a continuation of the theme AGV introduced with the GP R, which is being heavily discounted as the new RR takes over. Bottom Line/What price fashion? Shop Now AGV Corsa R – $580 - 700 The AGV Corsa R is like the fraternal twin to the Pista, except instead of carbon fiber, its shell is constructed from a carbon, Kevlar and fiberglass composite, making it slightly less expensive. Also, the Biplano rear spoiler seen on the Pista GP R is gone, replaced with a more sensible, though slightly elongated, rear spoiler. Lastly, the Corsa R doesn’t see the scooped chin vents its MotoGP brother has, nor does it get the hydration system. Otherwise, the Corsa and Pista are identical. In fact, AGV says the Corsa R is slightly lighter than the Pista GP R due to the latter’s hydration system. Bottom Line/Bargain bin Pista RR Shop Now Bell Race Star Flex DLX – $500 - 735 One of the most recognizable names in head protection, Bell is probably the name your parents remember when they got started in motorcycling. With the Bell Race Star Flex, you have the company’s premier track helmet. Utilizing a carbon fiber shell, the Flexx liner is a three-layer impact liner designed to manage energy from three potential impact scenarios: low, mid and high-speed. The Virus CoolJade liner and Magnefusion cheek pads ensure superior comfort and optimal fit. The DLX indicates that a Panovision ProTint Photochromatic shield is included in the box, which automatically adjusts to light conditions to give you a perfect view of the finish line whether you’re racing at high noon or midnight. Bottom Line/Photochromatic shield is the bomb Shop Now Bell Star MIPS – $290 - 390 Very similar to the Race Star Flex, the Bell Star MIPS is an equally capable track helmet at a slightly lower price point. This is largely due to the TriMatrix composite shell (vs. carbon fiber). As the name would suggest, this version features MIPS technology to reduce rotational forces that can occur during certain impacts. Other features include pockets inside the liner to accommodate glasses, a Panovision shield with Class 1 optics, and a quick-drying, anti-microbial liner to keep you dry and funk free. Just like with Bell’s Race Star Flex, Bell Star MIPSes marked DLX come with the photochromatic shield, which normally sells for around $140! Bottom Line/Great helmet, great price Shop Now HJC RPHA 11 Pro – $345 - 530 HJC has been producing premium helmets at midrange prices for decades now, in a crazy range of graphics including Marvel and DC Comics replicas. Its premier offering when it comes to track helmets, the RPHA 11 Pro, is shaped for intermediate oval heads and offers improved aerodynamics compared to the RPHA 10 it replaced, thanks to HJC’s inhouse wind tunnel. HJC’s lightweight Premium Integrated Matrix shell features a myriad of vents, including two top vents, a forehead vent, and a chin vent – and there’s now an even lighter and stronger RPHA 11 Carbon version availiable. The shield is easily changed without tools, and the clasp at the front of the shield provides a positive lock when closed. A moisture-wicking, anti-microbial inner liner keeps you cool and fresh, and quick-release cheek pads make it easier for emergency personnel to remove the helmet. The eyeport is bigger than before, with a fog-free shield to keep your vision sharp at all times. The RPHA 11 Pro is DOT and ECE approved, and is available in XS-2XL sizes. Bottom Line/Best value in a super-comfortable lightweight track helmet Shop Now Schuberth R2 Carbon – $700 The latest from Germany is the Schuberth R2 Carbon. Wind-tunel tested in the land of the autobahn, it features a 100% carbon fiber shell that’s aerodynamically tuned for maximum stability and minimum fatigue. Its comfy, quick-drying “ShinyTex” interior has a pre-installed speaker and microphone prepped for an SC1 communication system. The carbon shell is based on a round to intermediate oval headshape, and there’s an extra large antifog lens covering the eyeport to provide a wide field of vision in any riding position including full tuck. Bottom Line/If the Schuberth fits, wear it Shop Now Scorpion EXO-R1 – $400 – $460 The $399.95 Scorpion EXO-R1 is Scorpion’s new flagship track and racing helmet, and is worn by the likes of Alvaro Bautista (who’s replica graphic is shown above) and Fabio Quartararo. It’s a noteworthy helmet on this list because it offers many of the same features of the other helmets here, but for quite a bit less money. Scorpion’s new Ultra-TCT shell brings a unique fiberglass blend it promises will deliver high strength and low weight. Along with the aerodynamic shell, Scorpion’s Ellip-Tec shield technology is completely tool-less, and ratchets the shield against the eyeport for a secure, tight seal. Inside, a multi-density EPS liner features channels to funnel airflow from the huge intake vent at the top of the helmet. Four exhaust vents let air escape. A feature unique to the EXO-R1 is the Air-Fit system in the cheekpads. Basically a mini air bladder, it allows the wearer to inflate the cheek pads for optimum fit. As an added bonus and value, a dark smoke, Pinlock-ready shield is included with each helmet at time of purchase. Bottom Line/Nice helmet for the money Shop Now Shark Race-R Pro – $380 – $760 France’s entry into the premier helmet world, the Race-R Pro is a composite fiber helmet that, as Shark puts it, is reversed engineered to fit as close as possible to the human head. Aerodynamic testing with the top MotoGP and World Superbike riders have resulted in a helmet that remains steady even at speeds close to, and exceeding, 185 mph. There are four air scoops, seven extractors, three positions for the faceshield, and two different shell sizes. Unlike other shields here, the Shark shield is a varying density unit measuring 3mm at its thinnest point, up to 4.25mm at its thickest. Of course, it’s treated to an anti-scratch and anti-fog coating. The antibacterial liner is removable and washable, with interchangeable cheek pads offering customized fit. ECE 22.05 and DOT approved. The top-o’-line Shark Race R Pro Carbon features, you guessed it, an even stronger and lighter carbon-fiber shell. Bottom Line/The Francophile's choice Shop Now Shoei X-Fourteen $732 – $890 Shoei is Japan’s other luxury helmet brand, and its premier racing/track helmet, the X-Fourteen, is the same helmet the Marquez brothers – Alex and Marc – wear on their heads. As you can see from its shape, aerodynamic testing heavily shaped the 14’s form to provide optimum stability at high speeds. The same aero testing also influenced the ventilation channels of the helmet to help keep the rider’s head as cool as possible under the pressures of track riding. Four shell sizes are constructed from a six-ply matric of fiberglass composite materials, with a dual-layer, multi-density EPS liner offering multiple zones of protection in a crash. Like other helmets here, the X-Fourteen features emergency quick-release cheek pads. Speaking of the cheek pads, the moisture-wicking inner liner features a patent-pending rotating component that allows for a greater upper field of view when tucked. Optional sizes of each section of the center pad allow for a customizable fit. Shop Now Shoei RF-1400 – $500 - $600 New for 2020, Shoei’s streetier but still racy RF-1400 carries on the tradition Shoei began in 1989 with the RF-200. Shoei’s in-house wind tunnel helped provide a 6% reduction in lift and a 4% reduction in drag when compared to its RF-1200 forebear, and vortex generators on the trailing edge of a new visor were borrowed from the X-Fourteen to help air flow even more quietly past the sides of the helmet. A new venting system also helps more air flow through it. At 3.65 pounds, the RF-1400 is the lightest Snell-approved helmet in Shoei’s line. Its Multi-Ply Matrix AIM+ Shell construction utilizes a six-ply matrix of fiberglass with lightweight organic and high-performance fibers to create a strong-yet-elastic protective layer. Following the shell, Shoei’s Dual-Layer, Multi-Density EPS liner varies the foam density to absorb impacts while still allowing for channels that flow cooling air. Finally, the removable, washable, adjustable, and replaceable 3D Max-Dry Interior System II, is responsible for much of the RF-1400’s comfortable, premium fit. Bargain hunter alert: the RF-1200 is still a benchmark helmet, and now deeply discounted… Bottom Line/The nicest $500 helmet you can buy Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Motorcycle Racing Helmets appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/yjL7KqdwpQsSource