Peon Maface

Just as our man in Toronto, Dennis Chung, surmised at the beginning of December when Honda Europe announced these, Honda’s new and improved small dual-sports will be coming to America. Matter of fact, Honda says the CRF is the motorcycle industry’s top-selling dual-sport. With both the new CRF300L and CRF300L Rally, the mission was to increase power, reduce weight and improve off-road performance – “all without sacrificing the value, reliability and styling that have played such a big part in the machine’s popularity.” While we understand that functionally these two machines are very much the same aside from the differences in fuel capacity, standard handguards and the Rally’s frame-mounted windscreen, we’ve included Honda’s full press release of both models below. 286 cc! Additional power and torque were obtained via a 15% displacement increase – from 250 to 286 cc – while off-road performance was improved by adding suspension travel and ground clearance. Meanwhile, overall vehicle weight was reduced 11 pounds, says Honda, primarily by optimizing plate thicknesses and tubing sizes on a myriad of components with the use of Computer-Aided Engineering analysis. Styling cues are carried over from Honda’s CRF Performance line, while MSRP remains “extremely competitive.” Begin Press Release: CRF300L Styling Through its bodywork and red, white, black and blue graphics, the CRF300L is designed to mimic the look of the CRF Performance line, including the Baja-dominating CRF450X. Riding Position The riding position has been revised to enable improved rider input and vehicle maneuverability. Handlebar sweep is increased for a more natural elbow position and lighter steering, and handlebar weights were added to reduce vibration. While the widths of the seat’s rear and middle areas are unchanged for comfort, the front area is slimmer for improved rider input via the thighs and knees. The foot pegs are also moved rearward, simplifying foot operation of the shifter and brake pedal, while the right swingarm-pivot cover is redesigned to reduce width. Passenger pegs are provided as well. Meter A new meter features black characters on a white background, and characters are 6 mm larger for improved visibility. In addition to speed, clock and rpm readings, new functions have been added, including gear position, fuel mileage and fuel consumption. The meter is also .01 pounds lighter. Engine/Drivetrain Starting with the CRF250L, Honda revised the liquid-cooled, single-cylinder, four-stroke power plant, increasing stroke by 8 mm (63.0 mm total), while leaving the 76.0 mm bore unchanged. This resulted in a 36cc displacement increase, for a total of 286cc, prompting a name change to CRF300L. The longer piston stroke delivers an increase in power and torque across the rev range. In addition, the camshaft has revised lift and timing to increase output in the rev range’s lower and middle areas, which are used often in both city riding and off-road going. Intake / Exhaust The air-cleaner design was revised, and the large, 38 mm throttle body has been retained, while a new exhaust system is incorporated, featuring a lighter header and muffler—this despite a reduction in sound output that was achieved by better controlling vibrations. In combination, these changes deliver improved throttle control, particularly at low rpm. As before, the engine features a valve train with a rocker-arm design, enabling a compact cylinder head, while the counterbalancer provides smooth running. Transmission The six-speed gearbox features updated ratios for 2021, with closer spacing in the lower gears and wider spacing in the higher gears, enabling optimum gear selection while still allowing comfortable high-speed cruising—a great balance between suitability for city, long-distance and off-road applications. Clutch Already praised for its light clutch pull, the model gets even lighter pull for 2021 (approximately 20 percent), thanks to a new assist/slipper clutch that also provides improved performance during aggressive downshifting. Chassis/Suspension Despite the more powerful engine, overall vehicle weight has been reduced thanks to different construction of many components. For example, the lower triple clamp is now constructed from aluminum instead of steel, reducing weight by .1 pounds. This results in not only reduced steering effort but, because the weight drop occurs high on the vehicle, also a lower center of gravity. Frame Through optimization of its main components, the frame’s weight has been reduced by .3 pounds, while lateral rigidity is reduced by 25 percent, improving maneuverability and rider feel: The down tube is 30 mm narrower; the down-tube gusset is smaller; the main pipe is 20 mm shorter; and diameter of the cradle tubes is down 3.2 mm, to 25.4 mm. In addition, revisions to the frame and crankcase designs enable a 1.2 inch increase in ground clearance, reducing the chance of interference during riding in rough off-road conditions. The kickstand is stronger to resist bending, and its foot plate is now 10 percent larger for improved vehicle stability while parked. Swingarm Similar to the frame, the swingarm’s lateral and torsional rigidity have been reduced by 23 and 17 percent, respectively. Width near the pivot is reduced by 15 mm, and the component’s overall cross section was revised to deliver a more uniform distribution of twist, resulting in better feel and more predictable handling. The swingarm’s weight has also been reduced by .08 pounds—a reduction in sprung weight that in turn delivers improved suspension action. Suspension As before, suspension comprises a 43 mm inverted Showa fork and a Pro-Link single-shock rear system. However, suspension stroke has been extended, resulting 10.2 inches of wheel travel front and rear, an increase of .4 inches and .6 inches, respectively. Settings are also revised, and a new rear link and connecting rod are used. The combined result is improved suspension performance, particularly during off-road riding. Brakes Hydraulic brakes are used front and rear, with 256 and 220 mm rotors, respectively, and available ABS for smooth, controlled stops in varying conditions. A new rear-brake master cylinder incorporates the reservoir, similar to the design used on the CRF Performance line. This allows elimination of the hose that connected the remote reservoir with the previous design, for a cleaner appearance. Conveniently, ABS can be turned off at the rear, providing a different riding feel in off-road conditions. Wheels As with high-performance off-road machines, the wheel sizes are 21 inches at the front and 18 inches rear, enabling smooth rolling over rough terrain. Compared to the 2020 model, the black aluminum rims have been polished, resulting in a glossy appearance and making them easier to clean. The rear sprocket is thinner in certain areas and is attached with smaller bolts (M8 replacing M10), achieving a .04-pound combined weight savings. The rear axle is now hollow, shaving almost .03 pounds. Accessories A number of Honda Accessories are offered, including hand guards, a skid plate, an electrical socket, wider foot pegs, a top box, a rack and more. Meets current EPA and CARB standards California version differs slightly due to emissions equipment CRF300L Rally / CRF300L Rally ABS Designed to evoke images of Ricky Brabec’s Dakar Rally-winning CRF450 Rally, the CRF300L Rally is based on the standard CRF300L but with more fuel capacity, hand guards and a frame-mounted windscreen, suiting it perfectly for longer-distance adventuring without sacrificing nimble performance in city traffic or even trails. Featuring an even larger fuel tank, the CRF300L Rally weighs 9 lbs. less than the outgoing model and gets a 15 percent displacement increase for improved power and torque, making long-distance adventure more attainable than ever. Styling For 2021, Honda designers took the existing CRF250L Rally and made it even more adventure-ready, enlarging the tank by 25 percent (.7 gallons, for a total of 3.4 gallons—the most in this class). Considering the model’s excellent fuel economy, range is considerable on the CRF300L—over 250 miles in testing. As with the Monster Energy Honda factory rally machines, the rear section is kept slim, which enables easy rider movement and concentrates the mass neat the front of the bike. The striking red, white, black and blue graphics mimic the look of the CRF Performance line. A number of parts have been lightened, including the front fender (down .02 pounds), the side covers (down .05 pounds), the tool box (down .03 pounds) and the license-plate bracket (down .04 pounds). Riding Position At the same time, the riding position has been revised to enable improved rider input and vehicle maneuverability. Handlebar sweep is increased for a more natural elbow position and lighter steering, and two handlebar weights (5.8 ounces each) were added to reduce vibration, and rubber platforms were added to the foot pegs for the same reason. The seat gets a new rubber mounting cushion, and it has been widened by 20 mm compared to the standard model, to 190 mm, though the front remains narrow to facilitate the rider’s feet touching the ground when needed. Passenger pegs come standard. The foot pegs are also moved rearward, simplifying foot operation of the shifter and brake pedal, while the right swingarm-pivot cover is redesigned to reduce width. Meter A new digital meter features black characters on a white background, and characters are 6 mm larger for improved visibility. In addition to speed, clock and rpm readings, new functions have been added, including gear position, fuel mileage and fuel consumption. The meter is also .01 pounds lighter. Engine/Drivetrain Starting with the CRF250L Rally, Honda revised the liquid-cooled, single-cylinder, four-stroke power plant, increasing stroke by 8 mm (63.0 mm total), while leaving the 76.0 mm bore unchanged. This resulted in a 36cc displacement increase, for a total of 286cc, prompting a name change to CRF300L Rally. The longer piston stroke delivers an increase in power and torque across the rev range. In addition, the camshaft has revised lift and timing to increase output in the rev range’s lower and middle areas, which are used often in both city riding and off-road going. Intake / Exhaust The air-cleaner design was revised, and the large, 38 mm throttle body has been retained, while a new exhaust system is incorporated, featuring a lighter header and muffler—this despite a reduction in sound output that was achieved by better controlling vibrations. In combination, these changes deliver improved throttle control, particularly at low rpm. As before, the engine features a valve train with a rocker-arm design, enabling a compact cylinder head, while the counterbalancer provides smooth running. Transmission The six-speed gearbox features updated ratios for 2021, with closer spacing in the lower gears and wider spacing in the higher gears, enabling optimum gear selection while still allowing comfortable high-speed cruising—a great balance between suitability for city, long-distance and off-road applications. Clutch Already praised for its light clutch pull, the model gets even lighter pull for 2021 (approximately 20 percent), thanks to a new assist/slipper clutch that also provides improved performance during aggressive downshifting. Chassis/Suspension Despite the more powerful engine, overall vehicle weight has been reduced thanks to different construction of many components. For example, the lower triple clamp is now constructed from aluminum instead of steel, reducing weight by .1 pounds. This results in not only reduced steering effort but, because the weight drop occurs high on the vehicle, also a lower center of gravity. Frame Through optimization of its main components, the frame’s lateral rigidity has been reduced by 25 percent, improving maneuverability and rider feel, and frame weight is down .3 pounds: The down tube is 30 mm narrower; the down-tube gusset is smaller; the main pipe is 20 mm shorter; and diameter of the cradle tubes is down 3.2 mm, to 25.4 mm. The kickstand is stronger to resist bending, and its foot plate is now 10 percent larger for improved vehicle stability while parked. Swingarm The one-piece, cast-aluminum swingarm has revised optimized flex characteristics, with lateral and torsional rigidity reduced by 23 and 17 percent, respectively. Width near the pivot is reduced by 15 mm, and the component’s overall cross section was revised to deliver a more uniform distribution of twist, resulting in better feel and more predictable handling. The swingarm’s weight has also been lowered by .08 pounds—a reduction in sprung weight that in turn delivers improved suspension action. Suspension As before, suspension comprises a 43 mm inverted Showa fork and a Pro-Link single-shock rear system. Front and rear wheel travel are 10.2 and 10.4 inches, respectively. Brakes Hydraulic brakes are used front and rear, with 256 and 220 mm rotors, respectively, and available ABS for smooth, controlled stops in varying conditions. A new rear-brake master cylinder incorporates the reservoir, similar to the design used on the CRF Performance line. This allows elimination of the hose that connected the remote reservoir with the previous design, for a cleaner appearance. Conveniently, ABS can be turned off at the rear, providing a different riding feel in off-road conditions. Wheels As with high-performance off-road machines, the wheel sizes are 21 inches at the front and 18 inches rear, enabling smooth rolling over rough terrain. Compared to the 2020 model, the black aluminum rims have been polished, resulting in a glossy appearance and making them easier to clean. The rear sprocket is thinner in certain areas and is attached with smaller bolts (M8 replacing M10), achieving a .03-pound combined weight savings. The rear axle is now hollow, shaving an additional .02-pound reduction. Accessories A number of Honda Accessories are offered, including an electrical socket, wider foot pegs, heated grips, a top box, a rack and more. Meets current EPA and CARB standards California version differs slightly due to emissions equipment Specifications 2021 Honda CRF300L 2021 Honda CRF300 Rally Engine Type Liquid-cooled, single cylinder DOHC, four valves Liquid-cooled, single cylinder DOHC, four valves Engine Displacement 286cc 286cc Bore x Stroke 76.0mm x 63.0mm 76.0mm x 63.0mm Compression Ratio 10.7:1 10.7:1 Max. Power Output 27.0 hp at 8500rpm (claimed) 27.0 hp at 8500rpm (claimed) Max. Torque 19.6 lb-ft. at 6,500rpm (claimed) 19.6 lb-ft. at 6,500rpm (claimed) Oil Capacity 0.5 gallons 0.5 gallons Carburation PGM-FI electronic fuel injection PGM-FI electronic fuel injection Fuel Capacity 2.1 gallons 3.4 gallons Battery Capacity 12V-7AH 12V-7AH Clutch Type Wet multiplate, assist/slipper clutch Wet multiplate, assist/slipper clutch Transmission Type 6-speed 6-speed Final Drive Chain Chain Frame Steel semi-double cradle Steel semi-double cradle Front Suspension 43mm telescopic invertedfork 43mm telescopic inverted fork Rear Suspension Pro-Link Pro-Link Brakes Front 256mm x 3.5mm disc with two piston caliper 296 mm x 3.5mm disc with two piston caliper Brakes Rear 220 mm x 4.5mm disc with single piston caliper 220 mm x 4.5mm disc with single piston caliper Wheels Front Aluminum spoke Aluminum spoke Wheels Rear Aluminum spoke Aluminum spoke Front Tires 80/100-21M/C 51P 80/100-21M/C 51P Rear Tires 120/80-18M/C 62P 120/80-18M/C 62P ABS System Type 2 channel ABS 2 channel ABS Instruments LCD LCD Headlight Bulb LED Taillight Bulb Bulb Dimensions (LxWxH) 87.8 inches x 32.3 inches x 47.2 inches 87.8 inches x 36.2 inches x 55.7 inches Wheelbase 57.3 inches 57.3 inches Rake x Trail 27.5°/4.3 inches 27.5°/4.3 inches Seat Height 34.6 inches 34.8 inches Ground Clearance 11.2 inches 10.8 inches Curb Weight 313 pounds (claimed) 337 pounds (claimed) Become a Motorcycle.com insider. 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If you’re lucky enough to live somewhere warm enough to keep riding year round – or if you’re a hearty soul who refuses to pack it in for anything less than the winter apocalypse, heated riding gear will make your travels not only a lot better, but a lot safer as well. Hypothermia is no laughing matter. To be clear, we’re talking more than just passive gear like thick jackets, we’re talking active apparel requiring an electronic heat source, either from your motorcycle or from rechargable batteries. With proper heated motorcycle gear, it may be January on the outside, but it’ll feel like September on the inside. Heck, if your bike’s alternator is up to it, you can make it August with a full complement of jacket, pants, gloves and boot liners. It’s important to note that nearly all of the items listed below require some sort of external hardware like a temperature regulator and/or wiring harness be added to the motorcycle, which are not included as part of the guide. But you will find a sampler of our favorite heated vests, jackets, pants and gloves to get you started. Table of Contents Aerostich Kanetsu AIRVANTAGE Electric Vest – $247 Firstgear 12V Heated Women's Jacket Liner – $114 Gerbing 12V EX Pro Jacket – $300 Gerbing 12V EX Pro Pants – $250 Firstgear 12V Heated Pants Liner – $218 Tour Master 12V Synergy 2.0 Heated Chap Liner – $83 Joe Rocket Rocket Burner Textile Glove – $141 Gerbing Vanguard Mens Gloves – $160 Hotwired 12V Heated Glove Liners – $90 Gerbing 12V Hybrid Heated Insoles – $100 Aerostich Electric Warmbib – $97 Aerostich Kanetsu AIRVANTAGE Electric Vest – $247 Evans made a strong case for the Kanetsu Airvantage Electric Vest by Aerostich in his guide to the Best Motorcycle Gear For Daily Riders piece, and frankly, the vest also warrants inclusion in this Heated Gear Buyer’s Guide, too. To be clear, almost any electric vest made for motorsports will do the trick, but we’re especially keen to this one because apart from the usual heating elements you’d expect to find on an electric vest, the Kanetsu goes one step further: Built into the Kanetsu is a patented inflatable bladder (the Airvantage!) which serves several purposes. First, it provides yet another layer of wind protection. Second, it also insulates you better. Third, the bladder gently presses the heating elements closer to your body, keeping you warmer, longer. The Kanetsu is also available with sleeves for an additional cost. Bottom Line/Like riding on air but warm Shop Now Firstgear 12V Heated Women's Jacket Liner – $114 If you’d rather not purchase separate sleeves to go with your vest there are also plenty of options (to be fair, Aerostich also sells a complete jacket liner), like this Firstgear 12v Heated Jacket Liner. As you can probably read, this is the women’s version, tailored to fit a woman’s figure. Integrated stretch panels allow you to move around, and heating elements across the upper and lower back, down the sleeves and around the neck keep you warm. However, since you obviously face forward when you ride (right?), the bulk of the heating elements are stationed along the chest to fight windchill. The liner features wiring connections for heated gloves and can also provide warmth without electricity, should the conditions be cool and not cold. When not in use the liner packs into its own zippered pouch. Bottom Line/High quality low price Shop Now Gerbing 12V EX Pro Jacket – $300 If you’d rather not bother with putting a liner inside your existing jacket, then you might as well go for a jacket designed with a heated liner already built-in. Gerbing is one of the most trusted names in heated gear, and this EX Pro Jacket is one example why. Constructed of durable 500D Cordura combined with rip-stop materials and backed with Knox CE armor, the EX Pro has all the features you’d expect from a typical motorcycle jacket. Its secret weapon is the ability to keep you warm despite mother nature’s best attempts at trying otherwise. The key to this is the included heated liner with seven Microwire zones. If you really want to get fancy, you can also buy the separate Thermogauge Bluetooth device and adjust the temperature from an app on your iOS or Android phone. And don’t worry, the liner is removable should you not need sauna-levels of heat on a particular day. Bottom Line/Keep it simple Shop Now Gerbing 12V EX Pro Pants – $250 Keeping your core warm is usually enough for most people, but when it’s really cold, pants are next. Your bottom half can be just as warm as your top half; naturally the Gerbing EX Pro people offer a matching pair of pants. Constructed from the same 500D Cordura as the jacket, from a features standpoint, expect similar heating elements (four instead of seven) and a removable liner like the jacket. There’s also Knox CE armor at the knees. In addition, both jacket and pants feature a waterproof liner so you can stay dry and warm during your ride. Should the combination get too warm, however, the pants also have large vents on each thigh to allow some air in. The EX Pro is a feature-rich combo, and the pants also come pre-wired to connect to heated insoles or socks (sold separately). Bottom Line/Might as well be warm all over Shop Now Firstgear 12V Heated Pants Liner – $218 The Firstgear Heated Pants Liner is effectively a heated pair of Spandex that fits under your existing riding pants. This isn’t a bad thing, as the Spandex is form fitting, meaning you get direct warmth across your thighs and knees while also maintaining your natural range of motion. The Heated Pants have an anti-bacterial treatment and also wick sweat away to better manage your temperature. Integrated plugs for heated socks stow away when not in use, and there’s even a nifty zippered pouch to stow the pants once the cold weather goes away. Bottom Line/Bottom line = Warm Bottom Shop Now Tour Master 12V Synergy 2.0 Heated Chap Liner – $83 If wearing traditional riding pants leaves your lower half claustrophobic, maybe a pair of heated chap liners, like the Synergy 2.0 from Tour Master is more your calling. With expandable closures along the bottom of the thigh and calf, the undersides of your legs get a little breathing room. Lightweight and flexible steel fiber heating elements discreetly wind their way through the chap, and combined with the mandatory (and separate) rheostat, can adjust the temperature of the chaps to five different settings. Tour Master is closing out this item; everybody loves a sale! Bottom Line/For $83 you can't go wrong Shop Now Joe Rocket Rocket Burner Textile Glove – $141 The nice thing about the Joe Rocket Burner Textile Gloves is the fact they don’t need a connection to the motorcycle to operate. A lithium-ion battery housed above the wrist provides up to four hours of heating time. Of course, some may take this as a negative if an all-day ride in the cold is in the cards. Nonetheless, the Burner gloves feature three-stage heating, a waterproof, breathable, and windproof HiPora liner, heavy duty Nylon outer construction, accordion paneling across the wrist for better fit, and silicone inserts on the palm to better grip the controls. Best of all, the Burners also feature conductive materials at the fingertips so you can use your smart devices without having to take the gloves off. Two rechargeable batteries and a charging unit are included. Shop Now Gerbing Vanguard Mens Gloves – $160 For those who don’t want to be reliant on batteries to keep their hands warm, the Gerbing Vanguard glove is one (of many) solutions. This insulated and water resistant glove features a floating TPU knuckle, Superfabric palm/finger, and pre-curved ergonomic fit. Outer construction is Aniline cowhide leather with Microwire heating elements throughout. Like the Joe Rocket Burner gloves, these Gerbings also feature a smartphone-compatible index finger so you can grab directions without needing to take the gloves off. The gloves are designed to connect to the EX Pro jacket or liner, but can be paired with any number of other garments with available connectors (sold separately). Bottom Line/Warm and dry is even better than warm Shop Now Hotwired 12V Heated Glove Liners – $90 Of course, some people out there have a pair of gloves they absolutely love, and if they could wear them year-round, they would. The Hotwired heated glove liners could be just the thing for such people. Worn inside your existing gloves, the liners are lightweight and can be used independently with a stand-alone harness (included), or connected to an existing Hotwired jacket liner (not included). These can get to maximum temperature in seconds and feature an automatic temperature cutoff for safety. For $80, these are a worthy alternative to dedicated winter gloves, depending on your location. Bottom Line/Very packable, great for a saddlebag backup Shop Now Gerbing 12V Hybrid Heated Insoles – $100 Riding with cold feet is a much worse feeling than getting cold feet after asking for someone’s hand in marriage. At least, we think so. Not to mention it’s especially aggravating to ride with cold feet while the rest of your body is nice and toasty. This doesn’t need to be the case with these Hybrid heated insoles from Gerbing. Heating elements are placed throughout the insole to provide heat over the insole’s entire surface area, meaning cold feet are a thing of the past. Bottom Line/Treat your feet Shop Now Aerostich Electric Warmbib – $97 On shorter rides we’ll often debate over whether to put on all the warm gear we typically would. You know the story; putting on all that stuff just for a quick trip can be a pain, so sometimes we’ll grin and bear the cold for a short spell. When it comes to your chest and neck, at least, this doesn’t need to be the case. With the electric Warmbib from Aerostich, you can get evenly spread warmth across your chest quickly. The Warmbib is windproof and patented and packs really small. The smooth outer fabric layer is black Gore-Tex Windstoper and the side toward your body is a comfy black micro-fleece. The radiant electric heating layer is between. The bib won’t move anywhere once your jacket is on because the fleece will grab your jacket’s liner (not literally) to help stay put. In addition, the neck collar quickly fastens via Velcro and keeps wind from creeping in. It stores away neatly when not in use and is a great companion. Don’t forget, the Aerostich folks are in Minnesota. They know a thing or two about riding in the cold. Bottom Line/Keep it in a saddlebag at all times 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 Heated Motorcycle Gear appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/NJa3OzgZQigSource

I wondered out loud the other day, during a MO conference call, how many new motorcycles still have carburetors? Not much more than a day later, Dennis Chung shared an Excel spreadsheet with all of them. It’s about what you’d expect: Three Rokon Rangers, Suzuki and Yamaha DS and TW200s, Honda’s XR650L soldiers on alongside Suzuki’s DR-Z400s and DR-650s… the Honda Ruckus still has a carburetor. Beyond that, there are a bunch of Kymco and lesser-known small-displacement scooters you’ve never heard of. I have never had the pleasure of seeing, much less riding, Taizhou Handa Engine Science Co., Ltd.’s Adonis, Defender, Discovery, Excursion, Falcon, Falcon R, Super, Super R, Vestalian, or Wasp. I’m not going to miss the carburetor in any kind of practical way, but I’m totally going to miss it in a romantical one, like people used to pine for liver and onions and mustard plasters and things. I messed with carburetors on a few cars before I found motorcycles, but most of them I just read about in magazines. Some had really cool names that just sounded fast: the Rochester Quadrajet. The Carter Thermoquad sounds like nuclear war. The Holley double-pumper (!) came in sizes up to 850 cubic feet per minute of air, and after that was the Dominator, for use exclusively on God knows what? Top fuel dragsters and NASCARs. Two of them mounted sideways on top of your blower! Foreign cars had Zenith Strombergs and Weber side-drafts and things, which looked like little musical instruments, a mini Tijuana Brass horn section hanging off the side of your engine. Fuel injectors come in 10-hole and 12-hole, far as I can tell. Not nearly as interesting. Herb Alpert. Not really. Giotto Bizzarrini, Ferruccio Lamborghini and Gian Paolo Dallara at Sant’Agata Bolognese in 1963, with a Lamborghini V12 engine prototype. (Wikipedia photo) On motorcycles, if you were super-cool and bucks-up, you could replace your bike’s stock carburetors with Keihin FCR flatslides, or Lectrons like Kenny Roberts, or Mikuni radial flatslides. Adding “radial” to anything makes it instantly cooler. On one of the later iterations, the slides rolled up and down on little wheels to reduce stiction, because you sometimes heard horror stories about guys whose throttles got stuck WFO! (Wide Fuggin’ Open!). Probably what it is is simple backlash against the digital age. All carburetors are inscrutable in different ways, but you can eventually get to the mechanical bottom of all of them, in a way that will never happen for me and my iPhone. I forget exactly what springs and things I played with in the 650 Holley atop my 396 Chevy, but when you got all the stars aligned and kicked in the back two venturis (out of four), you were going places, buddy – if you had the dual points adjusted right in your Mallory distributor, that is. Gaping maw. The two little nozzles under the Phillips screws squirt gas like Gushers candy when you stomp on the gas, and you can change their size and duration of squirt. Double pumper. It was fun because you had to be involved, and could feel the results of your expertise even if it was as rudimentary as mine. (Later, when you became an adult and had other things to attend to, it was probably just a drag. You’d have to drop your car off at the garage for a tune-up. On cold mornings, you could hear up and down the street whose cars had not been tuned up lately, as they cranked slower and slower, before failing to start. Then again, most adults just bought a new car every few years, since the body had mostly rusted away by then anyway.) The same was true of motorcycles only moreso: With a good jet kit and a new exhaust pipe, you could transform your stock FZ or GS or whatever into a thing that sounded way faster even if it wasn’t. Usually it was, if you’d bothered to read the directions that came with the jet kit – all for maybe 5 or 600 bucks. The magazines spent many pages explaining just how to go about it, including how to slip little washers under the jet needles (or was that the needle jets?) to get rid of that annoying little off-idle flat spot, for people like me who were too poor to afford the $69 for the jet kit. Everybody was a climate denier then, when we weren’t busy being sexual predators, which reminds me of the newfangled Predator carburetor! In those days following hard upon the Sexual Revolution, to me it seemed like the sexes took turns being prey and predator. Some of the girls I knew packed a meaner punch than most of us boys. (Much like my carburetor knowledge, I got most of this from reading and hearsay more than doing.) I didn’t mean to get into a carburetor/opposite sex comparison, but there is a certain mystery the two things have in common. If you could discover the secrets, how to manipulate the spray nozzles and springs just right, say the right things – you were setting yourself up for happiness and burnt rubber. Stop me if I told you about the time I visited Rob Muzzy’s shop in, I think, Hesperia, California. He had one of the first dynos around, and I had brought a new Kawasaki ZX-7R there for a run – (the racey one that came with 39mm Keihin flatslides, fed by a ram-air system using vacuum cleaner hoses routed through the gas tank). Be still my beating heart… so peaky, so uncomfortable, such a PITA on the street. I loved her. While I was hanging around in his shop waiting for him to get off the phone, I spied something on Muzzy’s immaculate workbench, under a neatly folded shop towel. I had to look. Oh, a bank of carburetors… while I was fondling them with my eyes, Muzzy came into the room, furious. What the hell are you looking at?! DON’T YOU KNOW NEVER TO LOOK AT A MAN’S CARBURETORS?? Gee, Mr. Muzzy, I… WHY I OUGHTA!! If I’d been looking right at the top-secret key that made Muzzy Kawasakis so fast, it went right over my head. But I totally felt like I’d been caught in the act lusting after Mrs. Muzzy or something. A serious violation. To this day if I’m really angry, I’ll have the urge to shout, don’t you know better than to look at a man’s carburetors? More artifacts from MotoGP Werks. (That’s its carburetor candy case in the lead photo, too.) I’m actually feeling pretty smug as I write this, because even though I didn’t start it for a few months, my old 2000 R1 fired right up a few days ago, on all four cylinders. I could visualize the fuel being sucked up through the tiny holes in its four shiny pilot jets as each cylinder ignited; God knows I’ve cleaned them out enough times. (I finally figured out it’s worth it to just bite the bullet and put race fuel in the tank if it’s going to be sitting for a while.) The 2000 was the last year of carburetors on that bike. It’s an antique. The other bikes currently on loan in my garage, a Z H2 and a Honda ADV150 scooter, can be completely counted on to start up instantly and run perfectly. But when I spin their starters, I… I just can’t visualize what’s going on inside those fuel injectors? Similar to what’s going on in my iPhone I suppose. Fuel injection makes me kind of angry: all the gas fumes I inhaled over the years, all the hours I could’ve spent learning the cello or something – I coulda been Yoyo Ma if electronic fuel injection had gotten here sooner. Like learning long division and how to find square roots before the calculator. Do they even make kids learn that stuff anymore? The things a boy could’ve been doing with his youth. Oh, what’s the use. Say, don’t you know better than to LOOK AT A MAN’S CARBURETORS?! Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. 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At Motorcycle.com, we do everything we can to get our greasy mitts on the latest and greatest motorcycling has to offer throughout the year. That includes shootouts, gear testing, and single motorcycle reviews. Even in a year as fraught with challenges as 2020, our staff continued to work hard, actually doubling our normal content generation during the first half of the COVID-induced lockdowns. The self-isolating nature of motorcycling also made it easier for us to continue with business as usual when it came to testing and shooting in order to keep fresh content flowing to Motorcycle.com. Most of the time it’s rewarding – if not thought-provoking at least – to crack open the analytics at the end of the year to see what our audience was most interested in. When we first scanned the raw data, the top five motorcycle reviews based on pageviews to date showed a couple of apparent trends. Even when we looked back to average monthly views – in order to better level the parameters between reviews that had been up for 10 months versus newer ones – there are still two trends that were indisputable. You folks like small bikes, and almost anything orange. So, which reviews for 2020 received the most attention to date? A bunch of KTMs… and one Yamaha. 2020 KTM 390 Adventure Review – First Ride 2020 KTM 890 Duke R – First Ride Review 2020 KTM 1290 Super Duke R Review – First Ride 2020 KTM 200 Duke Review – First Ride 2020 Yamaha XSR900 Review That data was particularly sweet to see, considering the folks who commented recently to let us know that they were tired of seeing KTMs in our MOBOs. It would seem the vast majority of our audience is quite happy seeing KTMs grace the site throughout the year. It was also pleasant – and not entirely surprising – to see that our audience had as much interest as it did in the 2020 KTM 890 Duke R considering it just won our MOTY award. The popularity of Yamaha’s Triple-powered motorcycles makes the inclusion of the XSR900 not terribly surprising as well. While Yamaha didn’t release a revised version of the MT-09 or XSR900 during the 2020 testing season, they’ve been very popular motorcycles for some time now, and given the data, the interest hasn’t waned. After taking a look at the raw numbers above, we were curious to see how the top five motorcycle reviews would shake out if we considered average monthly views rather than just views to date. Considering the 2020 KTM 1290 Super Duke R story was published in February and the new 200 Duke managed to make the list after being published just a few months ago, this new criteria was sure to shake things up, right? Yes and no, actually. While it’s not a perfect breakdown of how these reviews will perform over time, this offered another perspective of popular stories on MO and managed to bring a tad more variety to the list. These five reviews held the highest average monthly pageviews: 2020 KTM 200 Duke Review – First Ride 2021 Honda ADV150 Review – First Ride 2020 KTM 390 Adventure Review – First Ride 2020 KTM 890 Duke R – First Ride Review 2020 Yamaha XSR900 Review The small displacement and/or orange trend continues. It’s entirely possible the interest in the lower displacement motorcycles on Motorcycle.com skews toward markets where these machines are more prevalent, of course. We are, after all, an international world-renowned source of motorcycle information (ha!). Anyone who has fiddled with data can understand the fun and insight it can provide. There is also the other side of things where it turns into a slippery, time-consuming, bottomless rabbit hole. We won’t bog you down with any more of our behind the scenes analytics, but we hope you enjoyed a quick peek into Motorcycle.com’s most-read reviews of 2020. The post Motorcycle.com’s Most Read Reviews of 2020 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/jXFo0japno0Source

Best Sportbike of 2020: Ducati Superleggera V4 The Ducati Superleggera V4 borders on obscene. With up to 235 horses on tap with the race exhaust and pushing something hovering at around 400 pounds, the sheer amount of thrust bends your perception of…well, everything. And yet, despite the absurd amount of power mixed with its carbon-fiber and titanium-infused diet, the Ducati Superleggera V4 still handles and circulates around a racetrack as well, if not better, than anything else I’ve ridden. And if the stopwatch ultimately proves me wrong someday, certainly nothing I’ve ridden to date can match the utter exhilaration the Superleggera V4 provides. If you didn’t already know, Supperleggera means Super Light in Italian. Ducati takes this namesake to heart whenever it builds a Superleggera model. In the V4’s case, you’ll find carbon fiber everywhere, including the wheels, frame, and even a swingarm. And where carbon wasn’t a suitable material, titanium is used instead. Interestingly enough, as far as the 999cc V4 engine is concerned, Ducati says 42% of its components were redesigned to make it lighter – 6.2 lbs lighter than the standard V4R engine, to be exact. Increasing power was seemingly a byproduct, not the main goal. Then again, nobody’s complaining about the standard V4R being slow. All that power is harnessed by one of the best electronic suites in the business today, with Ducati Traction Control coming leaps and bounds compared to the first version I sampled on the 2008 1098R. Back then you could clearly tell when the system was intervening. Now its operation is so smooth it’s nearly imperceptible. But the big talking point, aside from everything else mentioned above, are the wings branching out from either side. Love’em or hate’em, the biplane wings offer a legitimate improvement in downforce compared to the single plane wings on the V4R. When you ride them back to back, like I was fortunate enough to do, the planted feeling in the front end is hard to miss. For those willing to overlook aesthetics in the name of ultimate performance, you will be handsomely rewarded with the Superleggera V4. Of course, obscene performance like this comes at an obscene cost – $100,000 to be exact. Nope, it’s not cheap, but who cares? We’re talking about the best sportbike of 2020, not the one that makes the most financial sense (see our Runner-Up entry for that). The Ducati Superleggera V4 is audacious and crazy, and I absolutely loved it. Not that I had any preconceived notions of what a six-figure sportbike was supposed to be like, but after riding the Superleggera V4, I didn’t leave the track thinking it came up short in any way. It’s just the ultimate thrill ride. Best Sportbike of 2020 Runner-Up: Aprilia RS660 Bold move, right? Calling the Aprilia RS660 the runner-up in the sportbike category when Yamaha’s YZF-R1 got an update and Honda’s all-new CBR1000RR-R Fireblade SP is on the scene. Yeah, it is a bold move, but neither one of those bikes moves the needle in quite the same way the RS660 does. This could be the bike that rejuvenates interest and enthusiasm in the middleweight sporty-bike category, much like the Suzuki SV650 did 20 years ago. Powered by an all-new 659cc parallel-Twin that’s essentially the front half of the RSV4 engine, its compact nature keeps the whole bike tight and narrow. Better still, its (claimed) 100 crankshaft horses trounces the rest of the middleweight twin competition. With a cushy seat, clip-on bars that sit above the triple clamp, Brembo brakes, and cruise control, the RS660 is an excellent and comfortable streetbike. Sure, it does vibe a little, but the intoxicating exhaust helps you forget about your numb hands. Just turn on the cruise control and shake off those paws. IMU-assisted traction control is a little silly on a bike like this, but when conditions turn sour, rider aides like TC and ABS, which the RS660 also has, can be literal life savers. For added measure, wheelie control and adjustable engine braking are also included. On the track, the RS660 is an absolute delight. That Goldilocks amount of power is just the right amount to keep things exciting, no matter your skill level. On the Aprilia you really feel like you’re getting the most out of it, whereas we can’t help but feel like we’re only tapping into a fraction of a literbike’s capabilities. Aprilia knows how to make an excellent chassis, as evidenced by the RSV4, and that expertise continues in the RS660. It bends into corners effortlessly and feels solid on its side despite the fact its basic suspension only has rebound and spring preload adjustability. And again, that exhaust note at full song is absolutely sublime. Here’s where things get confusing. At nearly $12,000, the RS660 costs as much, if not more, than some 600cc supersports. With a middleweight Twins’ level of power at a 600cc supersport price, what’s so special about the Aprilia? It comes down to the intangibles. The 660 is sure to put a smile on your face each time you ride it. It may not have the power of a 600, but what it does have is broad and easily accessible – something you can’t always say about supersports. It takes a degree or two more to get the most out of a 600, whereas no matter your skill level, the Aprilia delivers on the fun factor. We’re hoping it delivers enough to bring more people back into our sport. Motorcycle.com Best of 2020 Categories Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Sportbike of 2020 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/acqEXrSVPC0Source

Getting a flat while out riding sucks. Whether you’re on a tour or running errands, getting a flat on a motorcycle is not only inconvenient, it can be downright dangerous. It’s even worse when you decided to pack your plug kit at the bottom of your cases and have to sprawl out all of your possessions along the side of the road like some wandering gypsy in order to find it. The only thing worse than that is not having one at all. There are all kinds of kits out there and they basically all work the same. Most have the plugs, your various T-handles to clear the area and wedge the plug, and maybe even a few CO2 cartridges to get some air back in the tire so you can limp back to civilization and fill up completely (if you even need to). We’ve left plugs in tires for thousands of miles without any issues, but you do whatever you’re comfortable with. Let’s look at some of the best motorcycle tire repair kits on offer these days. Table of Contents Dynaplug Pro Tubeless Tire Repair Kit – $60 Stop & Go Tire Plugger – $60 Bikemaster Tire and Tube Repair Kit – $40 Oxford CO2 Tire Repair Kit – $35 Slime T-Handle Tire Plugger Kit – $13 Dynaplug Pro Tubeless Tire Repair Kit – $60 The Dynaplug Pro Tubeless Tire Repair Kit may look like a science fiction instrument of torture, but it is a remarkably versatile tire repair tool. Don’t take my word for it. Here’s the skinny from Burns: “Load the brass-tipped sticky plug in the handle and jab it in the hole like a jailhouse shiv, then pull it back out: The shoulder on the brass tip and the gooey nature of the plug are both going to hold it in place.” Shop Now Stop & Go Tire Plugger – $60 “The Stop&Go is more complex and impressive to deploy than the Dyna,” says John B. “Basically you’re inserting a big steel syringe into the tire, then using the handle’s internal screw mechanism to squeeze that pre-lubricated mushroom head into the tire with the included hex wrench. Once that’s accomplished, pull out the syringe, yank on the mushroom stem a few times to seat the head inside the casing (there’s no glue involved), trim off the excess, and you’re probably good to go – slowly at first please. A little water or saliva poured on the repair will let you see if air is escaping. It’s a little bit MacGyver.” Shop Now Bikemaster Tire and Tube Repair Kit – $40 The Bikemaster Tire and Tube Flat Repair Kit has what you need to get back underway. This little repair kit fits easily under many motorcycles’ seats and can repair both tubed and tubeless tires. You get patches, plugs, a plug insertion tool, a hole cleaner, vulcanizing glue, a pressure wheel with surface a preparation tool, and a knife for plug trimming after installation. The kit also features four CO2 cartridges to reinflate your tire. A flexible valve makes hard-to-reach valve stems a non-issue. Shop Now Oxford CO2 Tire Repair Kit – $35 The CO2yre Repair Kit contains everything you need to plug up a tubeless tire puncture, get you back up to pressure and back on the road. This kit features controllable inflation via regulating valve head, three 16g threaded CO2 cartridges, a reaming tool, tire sealing sticks, an insertion tool, rubber cement, and a handy carrying pouch for easy storage. Shop Now Slime T-Handle Tire Plugger Kit – $13 Slime manufacturers tire repair solutions for dozens of applications from autos, to bicycles, to jet skis. This kit will repairs punctures on motorcycles easily. Included is: rubber cement, T-handle reamer and plugger tools, and five plugs. Best of all, this kit is easy, cheap, and can be found at most auto parts retailers. Shop Now The post Best Motorcycle Tire Repair Kit appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/k9z2Ozt6Zd4Source

If you don’t understand, we can’t explain it to you. But you know who you are. It’s not a universal rule, but for many, many motorcycle riders, it’s Harley or nothing. For many of them, the helmet has to continue the theme that often but not always includes the leather vest, the chained wallet and the tattoos. In truth, everybody’s skull is basically the same shape, on the outside anyway, so a great helmet is still a great helmet no matter what you ride. But there are definitely variations that make some of them the Best Harley Helmets. Here we go. Table of Contents Harley-Davidson Sport Glide 3-in-1 X07 Arai Ram-X – $680 Shoei RF-1200 Full Face Motorcycle Helmet Dedicated TC-5 Matte Grey/Black Large – $470 Shark Evo One-2 – $400 - $470 AGV X3000 – $245 - $280 HJC RPHA 11 Pro – $536 Daytona Helmets Motorcycle Half Helmet German, Dull Black – $55 - $72 Harley-Davidson Sport Glide 3-in-1 X07 Does anybody who rides a Harley need to be told Harley-Davidson sells a huge line of gear and accessories? And most of them already have a bar and shield or Harley ID on them. The Sport Glide 3-in-1 is a best-seller, since it can be a half-helmet by removing the face mask and rear comfort sleeve, a ¾ by adding just the rear comfort sleeve, or a full-face by adding the face mask and rear comfort sleeve. Its retractable sun shield gives 95% UV protection along with an anti-fog coating and anti-scratch coating. Tunes-wise, you’ve got compatibility with Harley’s BOOM Audio 20S Bluetooth Helmet Headset. Safety-wise, this one’s made by Scorpion for H-D, a respected helmet maker. But, and it’s a big but, only the half shell meets DOT safety standards; the face mask and comfort sleeve “are for comfort only and do not provide any safety features.” Bottom Line/Official Stamp of Approval Shop Now Arai Ram-X – $680 If you’re not going far or fast, if riding is more about socializing, then the open-face helmet has a lot to recommend it, and the recently reinvented Arai Ram-X is one of the finest. Alternatively, if you’re sat behind the windscreen on a big touring bike shielded from the worst the road will throw at you, open face is also a good thing – though please be advised that a full-face helmet offers the most protection to your chin and face in case of a crash. In any case, the Ram-X represents the latest evolution of the helmet Arai has been building by hand in Japan since 1988. Its intermediate oval shape fits many North American heads best, and custom interior pad thicknesses make it one of the most comfortable, lightest, breathable open faces on the market. We reviewed the Ram-X here last year. Bottom Line/Super-premium, super-comfortable open face Shop Now Shoei RF-1200 Full Face Motorcycle Helmet Dedicated TC-5 Matte Grey/Black Large – $470 For the ultimate in safety for your entire noggin, you really can’t beat a full-face helmet, and if we’re talking “Best,” Shoei is in the top two or three manufacturers in the world. The RF, it says, is “the pinnacle of perfection,” and “represents the culmination of 56 years of helmet heritage. In fact, Shoei’s RF1400 just superseded the RF1200 a few weeks ago, but it’s not yet available in a Dedicated, Stars and Stripes graphic; Harley riders love their flags and badging. And though the new RF1400 is a bit more refined, the RF1200 is still a super-premium helmet with the added benefit that it will no doubt be on sale at some point. Here’s a review of the 1200 from 2014. Bottom Line/Top-line comfort, protection and patriotism Shop Now Shark Evo One-2 – $400 - $470 The modular, or flip-front helmet, provides the best of all worlds: open-face stylishness when you need to see and be seen, along with full-face protection, comfort, and non-recognizability when you want that. The Shark Evo One-2 isn’t quite our favorite modular (that title is held by the more-expensive Shoei Neotec 2), but it might be the coolest: That’s because it’s the only modular whose chinbar rotates all the way back and behind, giving its wearer a clean, “no-I’m-not-a-cop” look, and also allowing it to be worn in open-face mode at speed without acting as a sail. Like all good modulars, it also has a retractable sunshield to provide some eye protection when worn with the faceshield open. And, Shark says it’s the only modular that passes DOT safety tests in both open and closed positions. Slasher Matt graphic shown. We jumped the Shark here last year. Bottom Line/Ultimate flexibility for all kinds of riding Shop Now AGV X3000 – $245 - $280 Retro is big with lots of Harley riders, and AGV’s retro X3000 is one of the nicest, most comfortable of the retros we’ve sampled. Whether you’re into roadracing or not, you can appreciate that the X3000’s based on AGV’s first full-face helmet, the one worn and partially designed by legendary motorcycle racer and current GOAT, Giacomo Agostini, in 1969. Although the shape is old school, the materials are anything but. The X3000’s shell is made from AFC (Advanced Composite Fiber) fiberglass, and the interior liner is made mostly of microsuede and leather. The X3000 is available in many cool graphics (Nieto Tribute graphic shown), and it’s the nicest feeling, best-looking retro helmet on the market, with an attention to detail most retro helmets lack. Bottom Line/Cool as Ago Shop Now HJC RPHA 11 Pro – $536 We couldn’t help noticing over the years that lots of Harley people have outsized personalities and like to express themselves in their apparel. HJC offers some truly interesting graphics, especially in its premium RPHA 11 line, including the new Joker shown here. These are made in Korea, and offer about 85% of the quality and plush comfort of super-premium brands such as Arai and Shoei for quite a bit less money. The 11 Pro was originally designed for racing, so it has a bigger-than-usual eyeport, slippery-quiet aerodynamics, and a really light and strong carbon-fiber hybrid shell. We reviewed the RPHA 11 Pro here. Bottom Line/Super nice helmet, completely different Shop Now Daytona Helmets Motorcycle Half Helmet German, Dull Black – $55 - $72 We really encourage you not to, but since half the youngsters we see rolling around on Sportsters are wearing Nazi replicas anyway – might we beg you to make sure whatever ill-considered thing you choose to display on your head at least has an authentic Department Of Transportation sticker on back of it. And since those are easily faked, please look inside the helmet to make sure it has a thickish polystyrene liner to absorb shocks, and not just a thin layer of cheap foam. The liner inside this Daytona half helmet, sort of like styrofoam, is what’s going to crush to absorb an impact, instead of your skull. The hard plastic on the outside is more for show, and on its own isn’t nearly as effective at protecting you. Meanwhile, the moisture-wicking fabric that covers the liner keeps your head cooler and more comfortable, and Daytona throws in a head wrap (`do rag!) and drawstring bag. Far better than nothing, until you’ve taken enough bugs and rocks in the kisser to move onto something higher up the helmet chain. Good luck. Bottom Line/Better than no helmet 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 Motorcycle Helmets for Harley Riders appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/qbP5tHqYcIUSource

Best Adventure Motorcycle of 2020: Triumph Tiger 900 We always say it’s a great time to be a motorcyclist. There are so many great bikes for all sorts of end uses these days. Perhaps the best example of this is the Adventure category – specifically the red hot middleweight adventure class. There are a handful of middleweights that quite thoroughly span the breadth of what moto-wanderers might consider necessary to tackle the unknown. In MO’s collective opinion, no motorcycle quite runs the gamut like Triumph’s new Tiger 900 Rally Pro. 2020 Triumph Tiger 900 GT Pro & Rally Pro Review – First Ride The Triumph Tiger Rally Pro brings with it a plethora of top-shelf componentry and cutting edge technology. The snarling new 888cc Triple that propels the machine ferociously is smaller, lighter, and perhaps most importantly, pushing more power than before. What has always made Triumph’s Triples great has been the amount of low-end torque and top-end power, which makes the Tiger’s powerplant well-equipped to a variety of uses. In addition to its solid motor, the new Tiger 900 Rally Pro features fully-adjustable Showa suspension that can handle everything from dicing through paved switchbacks, to miles of whatever terrain you might find down the trail. What sets the Tiger 900 apart is how well it can handle the changing terra while still offering some of the best touring technology on the market. The massive seven-inch TFT display hints at the underlying technology you can’t see. Six ride modes vary traction control and ABS settings and, with the Off-road Pro mode, all of those rider aids can be disabled should you want unencumbered access to all the Tiger has to give. Also useful is Bluetooth connectivity for phones and GoPros. The top-o-the-line performance continues with the Tiger’s Brembo Stylema calipers and the aforementioned Showa suspension. The Middleweight Adventure Triad We chose the Triumph Tiger 900 Rally as our Best Adventure Motorcycle of 2020 because it so thoroughly covers what most adventure riders want out of their machines. Is it the best off-road? Maybe not, but it can get the job done… make that all of the jobs done, with comfort and relative ease. Best Adventure Motorcycle of 2020 Runner-Up: KTM 790 Adventure R Last year’s winner is this year’s runner-up. To date, there still isn’t much competition when it comes to the best adventure bike for off-road use. The Yamaha Ténéré is a fantastic option, but still doesn’t quite match the KTM as a whole. The 790 Adventure R delivers staggering performance off-road with a host of useful electronics and overall design that continues to be unmatched. 2019 KTM 790 Adventure R First Ride Review The chassis and low-slung fuel tank wrapped around the compact 799cc Parallel Twin makes the KTM handle like no other bike on the market by keeping the center of gravity and overall mass low to the ground – a configuration that makes all the difference in technical off-road settings. And as good as the KTM is off-road, it can still handle pavement with ease, as all adventure bikes should. Does it give up some touring performance for its stellar off-road capability, sure. For some, that might matter, and for others, it won’t. With the Triumph Tiger 900 Rally Pro taking the overall in the ADV category this year, the 790 Adventure R still carries the torch as the most capable off-road adventure machine, but to many, that’s not all that matters. Motorcycle.com Best of 2020 Categories Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Adventure Motorcycle of 2020 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/s7teThTgxjoSource

You don’t need big bucks or big bikes to have a swell adventure. But it helps. Or, you can have a perfectly fun adventure on either of these cute little Hondas, and still be one of the nicest people at the same time, as you’re getting nearly 100 mpg and treading lightly. These days, you take your adventures where you can get them. Instead of blasting off on a multi-day ride on big gas hogs, we poked around in our own Long Beach back yard.  The ADV150 got here earlier in the year, and falls into Honda’s scooter category – as well it should with its engine aft and belowdecks, and its constantly variable full-auto transmission. Running-gear wise, it’s just like the new PCX150 we tested last year, but clad in new adventure-style plastic, with about an inch more suspension travel, and a seat that’s 1.2 inches higher to match. Also knobbier IRC Trail Winner tires, on a 14-/13-inch wheel combo. 2021 Honda ADV150 Review – First Ride The Trail 125, Honda classifies as a miniMoto, since its engine is in the middle where God intended, and power flows through a four-speed gearbox with automatic clutch. Sixty years ago, it wouldn’t have been classified as a miniMoto; it would’ve been classified as Honda’s only moto: This “new” Trail 125 isn’t far removed from that very first Super Cub that launched Honda to worldwide fame. Last year, Honda announced it had stamped out its 100 millionth Super Cub series bike, making it the most prolific vehicle on the planet. Honda says it produces Super Cub series motorcycles at 16 plants in 15 countries, and sells them in more than 160 countries. So why not start up selling the Super Cub 125 and Trail 125 again in the US too? The tooling, as they say, is paid for. (And at $3,899, the profit margin can’t be all that thin.) 2021 Honda Trail 125 Review – First Ride Lately it’s like Honda is going through a second childhood, pulling old toys out of the shed like the Monkey and now the Super Cubs to thrill riders of a certain age, and possibly new ones too. It’s a strategy that suits us just fine, since Ryan Adams has barely reached 30, and I’ve now been there twice. Speed! 150 cc of liquid-cooled thumping It’s no contest. Though it’s a 2-valve design just like the old Trail motor, the more modern Single in the ADV150 is liquid-cooled, 25 cc bigger – and with 10.6:1 compression to the Trail’s 9.3 ratio – kicks the Trail’s butt and not just by a little. Hopping off the Trail onto the ADV is like going from a 600 to a literbike. Ok not really. But it’s a big difference. Also, the ADV’s CVT trans makes the most of its power, allowing revs to get immediately into the little piston’s happy place and stay there, right up to the top speed of about 65 mph, which the ADV gets to quick enough to outrun all but the most aggressive SUV moms. On SoCal surface streets on the ADV, you filter up to red lights between the cars as you normally would, confident you can beat most of them. On the Trail, you size up the competition first, and about half the time you tuck in your tail and take your place in line with the Corollas and minivans. Not only is the old air-cooled motor a bit wheezy off the line, having to roll out of the gas to bang into second gear with your heel takes time (at least the heel/toe shifter is a nice touch, along with the kickstarter). The Trail’s four-speed gearbox works okay, but with no clutch, it’s hard to be smooth with your shifts, up or down. We decided you’d bond with the gearbox after a decade or two, and learn to shift smoothly, but the whole deal makes you appreciate how nice the ADV’s full-auto transmission is. When you eventually arrive at top whack on the Trail, the speedo registers about 50 mph. That’s really not enough, even on surface streets, to keep SUV grills from constantly hoving into your mirrors. Stamina Obviously, the results of our “tests” are highly dependent on where we choose to perform them. If you lived at the edge of a national forest and just wanted to amble off into it all by your lonesome, with speed not of the essence, the Trail 125 begins to live up to its name. Its bigger 17-inch wheels deal better with obstacles, and even though it’s got less wheel travel at both ends than the ADV, it serves up a more comfy ride. The Trail’s ergonomics make it easier to stand up as needed, it has a skid plate to protect its engine, and it can even ford small streams thanks to its airbox snorkel. Ryan says: It’s hard to find a practical reason to choose the Trail 125 over the ADV 150. The scooter is better around town in almost every way. Where the Trail 125 does shine though, is where it got its namesake. Off-road, the Trail’s larger 17-inch wheels roll over bumps as the decidedly soft suspension soaks them up before you ever feel them. The Trail 125’s front-only ABS with a standard rear braking system is the better setup for the trail too. (The ADV has front-only ABS too; its rear brake is a drum.) There’s no lockable storage to stash your valuables away like the ADV has under its seat, but you can lash even more stuff to the Trail’s big steel rear platform. “The Trail’s rear rack could be more useful if you find yourself carrying large loads on two wheels. Just the other day I delivered four ADV tires to a couple of different places around town with the Trail 125. Couldn’t have done that with a scooter!” –Young Ryan Adams Overall, the Trail feels rugged and unstoppable, except maybe by steepish hills, and gives you the impression it could co-star in a ’60s western sitcom about an old prospector adjusting to the 20th century by phasing out his talking donkey. Look out for those railroad tracks fool… RA: While the ADV 150 is actually a lot of fun to ride in the dirt, it’s the seating position that betrays its moniker. Unless you decide to stand on the ADV 150 – which puts the rider in an awkward position – you’ll be feeling every little bump in the road as the 150 transfers them up through your buns directly into your spine. The Trail 125 is still somewhat awkward to stand up on, but the more normal motorcycle-like riding position makes things easier. With its engine out back and swinging up and down with the back wheel, the ADV150 doesn’t have the right weight distribution or ground clearance for rough trails, but Ryan Adams (who rode both of them off road quite a bit) agrees that if you just keep to graded roads, the ADV can do everything the Trail 125 does, but faster. The ADV would be the Trail’s city slicker cousin in the western sitcom, who shows up to visit in a nice suit and bow tie, is wise to the ways of the world, and who the donkey never speaks in front of. Its key fob stays in your pocket, where it operates the ADV’s ignition remotely. There’s a USB port in the (not lockable) glovebox up front, and quite a bit of storage, 27 liters worth, hidden under the seat. You can fit one helmet in there usually, and there’s one helmet hook at the front. With 27 liters of gear or groceries stuffed in there, there’s still room for Miss Kitty on back. On the Trail 125, it’s gear or a companion, but not both. Sad. The Trail looks like you could crash it repeatedly and not much change its looks; the ADV’s shapely plastic, I learned the hard way, is in harm’s way and easily scrapable when you dump it on its side. Ouch… Say, these IRC knobbies don’t mind railroad tracks at all. Right up until they do. Idiot. Convenience Neither bike takes up much space, and both come with centerstands that make them easy to service. Only one needs its chain lubed now and then, since the ADV’s driven by a belt. The covers for the Trail 125’s lone intake and one exhaust valve are right there looking at you, which is a good thing because you’re supposed to inspect their clearance every 4000 miles, which is the same frequency the engine requires fresh oil. The ADV’s thumper wants the same oil change and valve inspection intervals. Its valves are almost as easy to get to with just a little disassembly, and don’t forget to check its coolant level now and then too. The ADV150’s fuel tank holds 2.1 gallons, which is, in fact, plenty since it always gets 80 mpg or more (honestly, I’ve only filled it up once), and since scooter trips tend to be local, a tank lasts a looooong time. It’s typical of Honda to do the unexpected thing by giving the rugged explorer Trail 125 a smaller tank that holds just 1.4 gallons. But Honda claims over 100 mpg for it. We’re still trying to drain its tank. Both bikes are super-convenient to throw on the centerstand for a quick warm-up while you put on helmet and gloves, then remember to go back inside for your phone – and both bikes’ PGM fuel injection has them starting and thumping along flawlessly from cold. (If you can call 50 degrees F cold.) The Pleasure Principle They’re both light on their feet, the Trail feeling a bit more motorcycle-ish and the ADV more scootery, thanks to their different ergonomics. The Trail rides a bit better over chopped-up pavement and off-road, the ADV owns the smooth stuff. In fact, the ADV150 just owns the Trail 125 95% of the time in the urban environment, due to its superior firepower and full-auto ease of use. If it’s the least bit chilly, it’s nice to be able to tuck your legs and torso behind the ADV’s bodywork and two-position windscreen. And since 90% of a scooter’s mission is hunter/gathering, that 27 liters of lockable, out-of-sight storage is impossible for the Trail to match with a bungeed-on milk crate. Even a nice one. Creg-ny-Longbeach If you live in a yurt at the top of a rocky mountain trail or on the Ponderosa, YMMV, but the ADV150 (and its PCX150 sister ship) are such highly evolved little transport modules, they really make Honda’s retro miniMotos – this Trail 125, the Monkey 125, and the Grom it shares its engine with – seem like novelty items. Their styling does what it’s meant to do, pluck your nostalgia strings, but the novelty fades quickly on the road, especially if you’re riding them back-to-back with the ADV. And especially if you’re riding them in traffic. Ryan Adams, who’s into off-road riding in a biggish way, even concedes he’d take the ADV’s extra power and convenience over the Trail 125’s greater off-road capabilities. Even if you did get into a tight spot on the ADV, its sub-300 pound weight means you should still be able to extricate yourself. Eventually. This one’s a resounding win for the ADV150, a triumph of modern(ish) engineering and convenience over agricultural nostalgia. The Trail 125’s fun too, but a talking donkey, you gotta admit, is a hard act to follow. 2021 Honda ADV150 + Highs Big power for 150 cc and ADV looks Twist and go convenience 27L lockable storage – Sighs Would be cool if the glovebox locked too Keyless ignition and switch makes it easy to accidentally leave the lights on Saddens us Honda probably won’t import the new 750 Forza 2021 Honda Trail 125 + Highs 100 million pizza delivery people can’t be wrong Robust engineering Thrives on abuse – Sighs A little more power would be nice. Or a lot more Auto clutch is primitive next to a CVT Makes us pine for the great outdoors In Gear: John Burns Helmet: Shoei Neotec 2 Splicer $799 Jacket: Spidi Hard Track D124/A Discontinued Pants: Reax 215 Men’s Jeans $160 Gloves: Aerostich Competition Roper $70 Boots: Sidi Arcadia Tex $217 In Gear: Ryan Adams Helmet: Bell Moto 3 $300 Jacket: REV’IT! Westport (discontinued) Gloves: Racer Mickey $120 Boots: REV’IT! Rodeo $180 Scorecard Honda ADV150 Honda Trail 125 Price 90.7% 100% Weight 87.4% 100% lb/hp 100% 100% lb/lb-ft 100% 100% Total Objective Scores 92.7% 100% Engine 90.0% 62.5% Transmission/Clutch 90.0% 41.3% Handling 77.5% 77.5% Brakes 77.5% 77.5% Suspension 75.0% 80.0% Technologies 77.5% 50.0% Instruments 75.0% 55.0% Ergonomics/Comfort 80.0% 80.0% Quality, Fit & Finish 90.0% 85.0% Cool Factor 81.3 77.5% Grin Factor 82.0% 72.5% John’s Subjective Scores 83.8% 68.1% Ryan’s Subjective Scores 80.5% 68.8% Overall Score 84.3% 74.8% Specifications Honda ADV150 Honda Trail 125 ABS MSRP $4,299 $3,899 Engine Type 149cc liquid-cooled 80° single-cylinder four-stroke 124.9cc air-cooled SOHC, two-valve Single-cylinder four-stroke Valve Train OHC; two valves two-valve, SOHC Bore x Stroke 57.3 mm x 57.9 mm 52.4 mm x 57.9 mm Compression Ratio 10.6:1 9.3:1 Induction Fuel injection; 26 mm throttle body PGM-FI w/ 24 mm bore, automatic enrichment Ignition Full transistorized Full transistorized Starter Electric Electric & kick Transmission V-Matic Semiautomatic; four speeds Clutch Automatic centrifugal dry type Automatic centrifugal Final Drive Belt Chain final drive; 14T/39T Front Suspension 31mm Showa telescopic fork; 5.12 in. travel 27 mm telescopic inverted fork; 4.3 in. travel Rear Suspension Twin Showa shocks; 4.72 in. travel Twin shocks; 3.4 in. travel Front Brakes Single hydraulic caliper w/ 240 mm disc Single hydraulic caliper w/ 220 mm disc; ABS Rear Brakes Mechanical w/ single 130 mm drum Single hydraulic caliper w/ 190 mm disc Front Tires 110/80-14 80/90-17 Rear Tires 130/70-13 80/90-17 Rake/Trail 26°30′/3.4 inches 27°/3.1 inches Length 76.8 inches 77.2 inches Width 30.0 inches 31.7 inches Height 45.4 inches 42.7 inches Seat Height 31.3 inches 31.5 inches Ground Clearance 6.5 inches 6.5 inches Wheelbase 52.1 in. 49.4 inches Fuel Capacity 2.1 gallons 1.4 gallons Curb Weight 294 pounds (claimed) 257 lbs. (measured) Color Matte Black Metallic Glowing Red 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 Two Ways to Skin a Knee: 2021 Honda ADV150 vs. 2021 Honda Trail 125 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/5wNIbPOE8IASource

2021 Honda Trail 125Editor Score: 69.5%Engine 14.0/20Suspension/Handling 7.5/15 Transmission/Clutch 6.5/10Brakes 8.0/10 Instruments/Controls2.5/5 Ergonomics/Comfort 8.0/10 Appearance/Quality 8.5/10Desirability 7.5/10Value 7.0/10Overall Score69.5/100The re-introduction of the Honda Trail in the United States marks a homecoming of sorts for a model that was, and still is, very special to American Honda and many Americans that grew up riding it. While attending the introduction of the 2021 Honda Trail 125 in Julian, California a few weeks ago, I had the chance to see the new model sat next to a well-preserved, but used 1985 Trail 110. The resemblance is commendable. From the dimensions themselves, to small details like the large hub on the front wheel that looks reminiscent of a drum despite the new model’s disc brakes (front and rear), Honda has done a really great job making the 2021 model a spitting image of the Trails imported to the US in the ‘80s. During our time in the mountains, we strung our poles and attempted to fish, nocked a few arrows, and blasted down back roads, fire roads, and even the odd two-track trail. It was a pleasant example of the duty Honda foresees its latest mini-moto doing. Like the original, American Honda would love to see one on the back of every motorhome, parked aside every barn, and tucked away in every garage for quick jaunts about town. Before we get into the details about the 2021 Honda Trail 125, let’s take a look back at the story of how it came about. A Bit of History The Honda Trail lineage dates back to 1961, but it was the year prior, in 1960, that the all-terrain vehicle’s story began. Just a year after Honda had established itself in the United States sales were growing – just not at the 1,000 units per month that Honda had hoped for. One thing was certain, they would have to adapt and invest in order to survive and thrive in the U.S. While there is a much larger and broader story about Honda’s humble beginnings stateside, the Trail 50’s fits in right at the beginning. One late night in Los Angeles, the then sales manager of the fledgling company, Jack McCormack sat looking through a sales report. He was astonished by the amount of Honda 50s being sold by an unsuspecting dealership in Boise, Idaho. That dealership was run by Herb Uhl. A sportsman himself, Uhl had been modifying the Honda 50s for better use off-road and was selling them to like-minded individuals – of which there were a lot. The modified Hondas were useful for all sorts of outdoor tasks including hunting, fishing, and work around ranches and farms. Uhl’s customizations were fairly straightforward, and included removing the leg guards and any other unnecessary bits, mounting knobby tires, and adding a larger sprocket to the rear wheel. McCormack phoned Uhl to investigate the anomaly and later asked that one of these Honda 50 “Trails” as they were, be sent to the headquarters in Los Angeles. “It was a brilliant little machine,” McCormack said. “It worked so well because it was light, and with the automatic clutch, you could climb logs. To do that on a big bike, you had to have a certain amount of skill. I saw lots of possibilities for something like Herb was doing, selling it as a bike that you could go in the woods and hunt or fish with.” McCormack sent the bike to American Honda’s parent company in Japan, with a request to build a production version of Uhl’s off-road adaptation and by March 1961, the CA100T Trail 50 was offered to Honda dealers across America. Then and now Over the years, different variations of the Trail – also known as the CT – came about. A few years after the Trail 50 was produced, Honda debuted the Trail 90 in 1964, which had a larger 87cc engine and a new four-speed automatic transmission with a centrifugal clutch. This model also received a high fender and an air intake that was routed higher to protect the engine from water during stream crossings. Two years later, the name was changed to the CT90 Trail 90, which brought with it numerous upgrades, including an all-new 89cc engine with a lightweight, aluminum-alloy head that used a reliable chain-driven, overhead camshaft. The dual-rear-sprocket arrangement was replaced by a selectable reduction gear in the transmission, a feature Honda called “Posi-Torque” that effectively gave the CT90 an eight-speed gearbox – ideal for crawling over all types of terrain – with the flip of a lever on the transmission case. Dry weight was claimed to be 179 pounds, and it was said to produce 7 horsepower at 8,500 rpm. A telescopic fork was introduced in 1969, and in 1970, the folding handlebar was added. In ‘74, the Trail 90 was equipped with turn signals, making it street-legal across the United States. The Trail 70 also made its way into history during that time. Introduced in 1969, the Trail 70 was sold until 1982 as the quintessential playbike for many youths of the time period. The mini-bike based platform was a mashup of something similar to the Z50 and larger CT machines. In 1981, the CT110 was introduced with a 105cc engine guarded by steel bars on either side to help protect the low slung engine. With more grunt than ever, the CT110 was a popular machine with those familiar with the Trail series and was sold in the U.S. until 1986. The model continued on in much of the world and possibly hung on longest down under, where the Australian postal service used them as mail carriers as recently as 2010. Now and then For 2021, we continue to see Honda’s MiniMoto lineup grow with the reintroduction of the Trail. This latest version shares the 125cc two-valve single overhead cam engine found in the Grom, Monkey, and Super Cub. The Trail 125 also shares the automatic centrifugal clutch of the Super Cub in addition to many other features. In fact, it’s probably easier to go over the differences rather than the similarities. Compared to the latest Super Cub, the Trail 125’s wheelbase is a half inch longer. A new pivot plate has been added, and the head pipe has been reinforced for better stability on bumpy terrain. Soaking up those bumps is 4.3 inches of travel from the front suspension (0.4 inches more than the Super Cub), while the rear shocks remain almost unchanged from the Super Cub with 3.4 inches of travel. Ground clearance is increased to 6.5 inches, and the seat height is slightly taller at 31.5 inches. However, with the step-through design, the Trail 125 and the Super Cub are both great options for newer and shorter riders. In order to achieve the desired performance characteristics, the Trail 125 was given a larger 39-tooth rear sprocket (up three from the Super Cub) and a longer exhaust and intake tract to tune the Trail for more low- to mid-range power. With its history as a workhorse, it should be no surprise to see that the large and robust rear rack measures 16 by nearly 19 inches and boasts a max cargo load of 44 pounds(!) – which we know, if Honda is willing to put that number on the carrier, it can likely handle much more. 2021 on the left, 1984 on the right. But does the Honda Trail 125 still hold up as the useful practical machine it had once been so many years ago? With modern machines like ATVs and UTVs taking the place of many outdoor activities including work around the ranch and hunting, it’s hard to view the little two-wheeler as a rational option for those chores specifically. Is the Trail still trail-worthy or best kept cruising comfortably down memory lane? Down the trail I can report the Trail 125 is happy to do most anything you would like it to do and, if one chooses, can still very much be the workhorse it once was. Like the original, the Trail 125’s automatic clutch and four-speed transmission make this one of the least intimidating two-wheelers on the market for virtually anyone – perhaps even more so than its Super Cub sibling simply because there is less pretty plastic to worry about should you have a tip over. During the introduction we cruised through some epic fall scenery via back roads and highways near Lake Cuyamaca where we would later spend lunch. It was quickly evident that the Trail 125 won’t be getting you anywhere in much of a hurry. I saw a top speed of 51 mph on flat surfaces; though during a long downhill, I managed an eye-watering 62. Should you find yourself faced with an incline of any degree, do plan to lose speed. How quickly will, of course, depend on the steepness and may require a downshift. Out of the four gears, fourth is more of an overdrive, as it doesn’t have much left in the gearing department torque-wise at this point. With modern niceties like disc brakes and fuel injection, the Trail is a decidedly modern machine, albeit simple. You have ABS on the front wheel only, while the rear is readily lockable upon a firm press of the brake lever. I found the front brake to be plenty strong for stopping the little machine, and since the Trail 125 carries much of its weight rear-biased, both brakes do a confident job of getting the bike stopped in a hurry. Even in a panic situation when a car pulled out in front of me as I was cruising at about 40 mph or so, I was able to get the bike stopped in time rather than splattering myself across the side of the offending young lady’s SUV. The seating position is comfortable for 5-foot 8-inch me, and even for the shortest of folks, the step-through design should be confidence inspiring. On the MO scales, the 2021 Trail 125 weighed in at 257 lbs. Again, most of that weight is set toward the rear of the machine, and its fairly low center of gravity makes it easy to handle. Lock to lock, the Trail 125 is capable of tight maneuvers should you find it necessary. Around the footpegs things get tight, though. It was hard to keep my left heel off of the toe/heel shifter when I wanted to, and since I’m used to a standard motorcycle, I found myself shifting normally anyway. This is something you might just get used to. On the right, Honda decided to include a kick starter! It’s cool, except now anyone with a size 9 or larger foot will likely be encumbered by it, too. Off-road, the bike is ready for just about anything as long as you take it slow-ish. The Trail will blow through the stroke and bottom if you try hucking it off any sweet jumps or carry a pace too fast for its springs to recover from. That said, riding the Trail off-road is a lot of fun and allows you to enjoy your surroundings as you meander along. A lot of the same things that make this motorcycle approachable on-road transfer to its polite off-road character. The 17-inch spoked tube-type wheels track straight and easily roll over bumps, and the soft suspension soaks them up with comfort and ease. Not having a clutch is another huge plus for first time riders bouncing down trails. The Trail 125 is pretty good overall, but can it hold a candle to the work ethic of its predecessors? Around town, the Trail 125 is just fast enough to get off the line before your typical inattentive driver. If said driver were to have any sort of immediacy to their acceleration, most will probably win in a light-to-light drag. Again, the top speed shown on the small (and unfortunately hard to see) LCD dash was 51 mph around town, and it doesn’t get there in a hurry. A trip to the local hardware store with a “milk crate” strapped to the back allowed me to put around 20 pounds of stuff in the crate easily and the automatic transmission came in handy when I had to buy an 8-foot by 2-foot panel of metal stucco netting rather than the 10 by 12-inch amount that I needed to get the job done. Remember our friend Herb Uhl? He was quoted in a (self-serving) ad as follows, “It’s a modern Sportsman’s best friend all the way!” Uhl of Herco Engineering in Boise Idaho says. “Never, never… will I go hunting without my new Trail ’50’. Recently I packed out two strapping deer from Idaho’s toughest timberland and witnessed two more hunters bringing in four more – also on Trail ’50’s (one of them was a 5-point 250 lb, trophy buck). I was able to scout ten times as much hunting area as on foot, also used my ’50’ for hauling water, dragging firewood logs, and general around-camp errands. This year’s hunting was the best yet… thanks mainly to a little critter called a Honda Trail ’50’!” Being from Illinois, I grew up around deer hunting my entire life. I’ve even spent some time in a blind myself. Herb’s quote made me curious, could the Trail 125 pull a 250-pound dead animal out of the woods? Headquartered in southern California’s sprawling metropolis, I did my best to deliver the most accurate recreation possible when the thought popped into my head on a weekday morning. The experiment involved a rope, tarp, 100-pound sand bag and a 150-pound friend. The Trail effortlessly harvested him from the corner of his flat, mostly dirt-strewn back yard. After increasing the weight to 340 pounds, the Trail was just barely able to pull the load across smooth ground. If we factor in mud, dead leaves, trees, etc., I think the Trail 125 could easily pull a 250-pound 5-pointer out of the woods with relative ease. But like I mentioned earlier, most folks are probably using something of the four-wheeled variety these days which would be much easier. As for other duties the old guard used to handle, like bouncing around fence lines on the ranch, carrying a fisherman and his poles to the lake, or scooting around the campsite to gather firewood or supplies, the new kid on the block will do so with aplomb. In 1961, the Honda Trail 50 cost $275. The 2021 Honda Trail 125 retails for $3,900. If we consider the rate of inflation, this new model should be about $2,400. When we start trying to justify the purchase the question arises: Is it more practical than a scooter around town? More practical than something like the ADV 150? The ADV 150 retails for $4,300, is capable of dirt roads, has lockable storage and more power from its larger engine. I would say the Trail certainly has its advantages off-road over the Honda adventure scooter and is probably easier to strap to an RV, but otherwise the question remains. The nostalgia factor is strong with this one, but is it enough to pry open the wallets of the young, old, and everyone in between like it seemingly once was? Only time will tell. 2021 Honda Trail 125 + Highs The spitting image of its predecessor Easily maueverable Large wheels make for easy trail duty – Sighs You won’t be getting anywhere too quickly LCD display is hard to see in most lighting situations A little pricey In Gear Helmet: Bell Moto 3 $300 Jacket: REV’IT! Westport (discontinued) Gloves: Racer Mickey $120 Boots: REV’IT! Rodeo $180 2021 Honda Trail 125 ABS Specifications MSRP $3,899 Engine Type 124.9cc air-cooled SOHC, two-valve Single-cylinder four-stroke Valve Train two-valve, SOHC Bore x Stroke 52.4 mm x 57.9 mm Compression Ratio 9.3:1 Induction PGM-FI w/ 24 mm bore, automatic enrichment Ignition Full transistorized Starter Electric & kick Transmission Semiautomatic; four speeds Clutch Automatic centrifugal Final Drive Chain final drive; 14T/39T Front Suspension 27 mm telescopic inverted fork; 4.3 in. travel Rear Suspension Twin shocks; 3.4 in. travel Front Brakes Single hydraulic caliper w/ 220 mm disc; ABS Rear Brakes Single hydraulic caliper w/ 190 mm disc Front Tires 80/90-17 Rear Tires 80/90-17 Rake/Trail 27°/3.1 inches Length 77.2 inches Width 31.7 inches Height 42.7 inches Ground Clearance 6.5 inches Seat Height 31.5 inches Wheelbase 49.4 inches Fuel Capacity 1.4 gallons Curb Weight 257 lbs. (measured) Colors Glowing Red Become a Motorcycle.com insider. 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If we were presented with a rider and were told to guess which Shoei helmet that they wore, selecting an RF model would be a smart choice. The RF line has been one of Shoei’s best sellers for a generation. In fact, the first RF helmet was introduced in 1984, and the Shoei RF-1400 continues the path of incremental improvement to this ever-popular line. In the press materials below, the idea of Kaizen, a Japanese term for continuous improvement, is mentioned. Each new release in the RF family has layered new features on the previous model while still retaining the essence of the family. The same features that have made the line popular with riders also apply to the MO staff, which has collectively owned most, if not all, of Shoei’s RF line and can vouch for it being a sweet-spot helmet. The value delivered by this line of helmets has captured the hearts of riders ranging from bagger fans to track day riders and every kind of rider in between. The Shoei RF line of helmets has traditionally hit the Goldilocks price vs features point of this premium helmet, and the RF-1400 appears to be no different. Shoei RF-1200 Helmet Review Don’t look for wholesale changes in the step from the six-year-old RF-1200. (We don’t know why RF-1300 was skipped.) Instead, look for updates. The design philosophy is the same with the rider’s head being a medium to long oval in shape. The aerodynamics were revised to improve slipperiness by 4% and reduce lift by 7%. To achieve this, both the shell and the visor were slightly reshaped, though the family resemblance is still clear. The venting in the helmet top still uses three closures, but the center one gains an extra vent hole to improve airflow. The cheek pads have had their lower volume increased so that they wrap more closely to the rider’s face and head below the ears, resulting in a further reduction in wind noise. Different-sized cheek pads allow riders to customize the RF-1400’s fit. The visor’s new shape – complete with a centrally-located latch and Vortex Generators on its trailing edges – combines with revised eye-port beading for a tighter, quieter seal. There’s good news when it comes to pricing, too. With all the changes made to the RF-1400, the price only increased by $10 to $500 for solid colors and $600 for graphics. Still, as always, the proof is in the riding, and we have a shiny, new Shoei RF-1400 on hand for testing. We’ll make sure that we publish a full review before the helmet is available on January 1, 2021. To increase your appetite, we’ve included Shoei’s full press release below. Begin Press Release: SHOEI RF-1400 The Evolution of Perfection DESIGN CONCEPT Kaizen is a Japanese term that means “continuous improvement” and inspires the change-for-the-better approach to everything we do here at SHOEI. It is this time-tested, respected philosophy that drives our constant progression in all aspects of helmet design and development, no matter how large or small the incremental improvements. With kaizen principles always at the forefront, we believe that The Evolution of Perfection is a fitting tagline for the longest-standing, most decorated full-face helmet model in the SHOEI lineup, the RF. The process of improving is a constant evolution, and with a world-class team of designers and engineers leading the charge, we pushed our resources and technologies to the brink, utilizing our state-of-the-art wind tunnel facility, extensive array of proprietary materials, and the industry’s most stringent quality assurance practices to develop the all-new RF-1400. SHOEI’s lightest and most compact SNELL-approved full-face helmet model, the RF-1400 has evolved the pursuit of perfection to the next level. Look closely, and you’ll see the lines of the RF-1200 – only slipperier. AERODYNAMIC PERFORMANCE Developed and refined in SHOEI’s state-of-the-art, in-house wind tunnel facility from the very beginning stages of life, the RF-1400 boasts impressive improvements in aerodynamic performance, including a 6% reduction in lift and a 4% reduction in drag (as compared to the RF-1200). More so, thanks to a compact, aerodynamic shell shape that features an integrated spoiler, along with strategically-shaped air intake and exhaust vents that help streamline the helmet’s overall profile, the RF-1400 significantly reduces the load placed on a rider’s head. Optimal shell aerodynamics not only improves the helmet’s ability to cut through streaming air, it also contributes to a welcomed reduction in wind noise without blocking the road’s valuable informative sounds. CWR-F2 SHIELD & BASE PLATE SYSTEM The all-new CWR-F2 shield system features improved visibility, functionality, and performance over its predecessor. Like all SHOEI full-face shield systems, the CWR-F2 provides a vast field of vision and protects against 99% of the sun’s damaging UV rays. Thanks to SHOEI’s innovative 3D injection-molding process, the CWR-F2 shield also offers a distortion-free view throughout the entire RF-1400 eyeport. The new shield and baseplate system promise fewer air leaks and a quieter ride. Highlighting a long list of updates, the CWR-F2 2D “flat” outside surface combined with 3D technology inside offers an aggressive look with optimized visibility for a more natural view. Vortex Generators (borrowed from X-Fourteen technology) on the sides of the shield improve aerodynamics and reduce wind noise, and an all-new center locking mechanism helps to evenly distribute shield forces across both spring-loaded base plates. Additionally, the first position opening function offers advanced venting and defogging capabilities. A completely redesigned base plate system boasts smoother shield opening and closures, and a new shield adjuster mechanism allows for easier, more precise tuning. Combined with an all-new window beading that reduces wind and water intrusion, the CWR-F2 shield and base plate system is the most advanced on the market today. PINLOCK® ANTI-FOG SYSTEM The new, 10% larger DKS-304 PINLOCK EVO lens system improves lateral field of vision thanks to relocated pins outside of the eyeport, and offers the most effective anti-fog protection in existence. The RF-1400 features improved venting. OPTIMIZED VENTILATION Overheating while riding or racing can have a direct impact on rider fatigue and safety, which is why the ventilation performance of the all-new RF-1400 was a crucial feature while designing the helmet. Utilizing SHOEI’s in-house wind tunnel to help reveal the optimal balance between airflow and silence, SHOEI designers and engineers relocated the center/forehead vent, and also equipped it with an additional air intake hole, to help increase the volume of cooling air entering the helmet. Additionally, a new, enlarged exhaust outlet vent helps take better advantage of negative pressure suction at the rear of the helmet, yielding improved hot-air expulsion. In total, the RF-1400 features six (6) air intakes (2 lower, 2 front, 2 upper) and four (4) exhaust outlets. The new visor features a centrally-located lock, and according to Shoei, the redesigned chin vent flows air more quietly. MULTI-PLY MATRIX AIM+ SHELL Few characteristics of a motorcycle helmet are as critical as its first-layer of defense, which is precisely why the all-new RF-1400 features the SHOEI-exclusive Multi-Ply Matrix AIM+ Shell construction. Combining a six-ply matrix of fiberglass with lightweight organic and high-performance fibers, the RF-1400’s proprietary AIM+ shell provides optimal impact-absorption, strength and elasticity, and is available in four shell sizes to ensure a custom fit for heads between the sizes of XS-XXL. DUAL-LAYER MULTI-DENSITY EPS LINER The RF-1400’s Dual-Layer, Multi-Density EPS liner not only provides enhanced impact absorption by utilizing varying densities of foam in key areas around the rider’s head, it is designed to allow cooling air to travel unrestricted through tunnels created in the EPS, further enhancing the RF-1400’s superior ventilation characteristics. In addition to enhanced impact absorption and ventilation, the precise placement of multi-density EPS liner material yields a more compact, lightweight design. 3D MAX-DRY INTERIOR SYSTEM II The RF-1400 is equipped with a fully removable, washable, adjustable, and replaceable 3D Max-Dry Interior System II. The 3D center pad components are three-dimensionally shaped to match the contours of a rider’s head, allowing for an extremely comfortable fit while maintaining the secure hold necessary for distraction-free, high-speed riding. Additionally, the RF-1400’s 3D-shaped cheek pads are available in multiple thicknesses for a customizable fit, and SHOEI’s exclusive Max-Dry material absorbs and dissipates sweat 2X faster than traditional nylon. The new cheek pads provide a snugger fit to seal out unwanted noise. Newly designed cheek pads feature more volume on the bottom for greater comfort and reduced wind noise, and the soft yet durable lower cheek pad fabric provides an extremely plush fit and feel. The hybrid of moisture absorbent, quick-drying material in areas that cover the cheeks and brow, along with soft, raised fabric in areas that tend to rub against the rider’s face during helmet removal, give RF-1400 riders the perfect balance between plushness and performance. Adding to the comfort package, specially designed cheek pad channels help eliminate the pressure created by eyeglass arms around the temple area for riders who wear glasses. EMERGENCY QUICK RELEASE SYSTEM (E.Q.R.S.) Borrowing technology developed for SHOEI’s road and off-road racing helmets, the RF-1400 is equipped with the SHOEI-exclusive Emergency Quick Release System that allows emergency medical personnel to easily remove the cheek pads from an injured rider’s helmet. With the cheek pads removed, the helmet can be safely lifted from a rider’s head without creating unnecessary strain in the neck area. ADVANCED NOISE REDUCTION Taking in the road’s informative sounds is important, but too much unwanted noise inside a helmet can negatively impact the riding experience, which is why the RF-1400 underwent significant testing to strike the perfect balance. In addition to optimal shell aerodynamics that reduce wind noise around the helmet, the RF-1400’s advanced shield aerodynamics (thanks to Vortex Generators), all-new air-tight window beading, and voluminous cheek pads, which further restrain wind noise inside the helmet, combine to create an incredibly quiet riding experience. RF-1400 PRICING* Solid Colors: $499.99 Graphics: $599.99 *MSRP subject to change / U.S. pricing only The post Shoei RF-1400 – First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/lufpn017ccQSource

Just like anything else, motorcycles are continually evolving and getting lighter, faster and more powerful with each passing year. Despite improvements to how well bikes handle and perform, having an accident and crashing is always a looming threat that can never be eliminated, only mitigated – especially off-road. Fortunately for us riders, there are engineers working hard to keep our heads and bodies as safe as possible so we can continue to enjoy riding motorcycles – both on- and off-road – with confidence in knowing that we have the best chance in decreasing the amount of damage a potential crash can cause. We here at MO are proponents of ATGATT (All The Gear All The Time), however, if you’re only going to buy one piece of equipment, you better make it a helmet. Below is a list of the best dirtbike helmets money can buy. Table of Contents 6D ATR-2 – $650 Alpinestars Supertech SM10 Carbon – $580 Arai VX-Pro4 – 610 Bell Moto-9 Carbon Flex – $630 FLY Racing Formula – $650 Fox V3 RS – $500 Klim F5 Koroyd – $650 Leatt 9.5 Carbon V21 – $550 Shoei VFX-Evo – $530 Thor Reflex Carbon – $495 Troy Lee SE4 Carbon – $650 6D ATR-2 – $650 6D Helmets is one of a few helmet manufacturers on the cutting edge of pioneering new safety systems and strategic technologies aimed to decrease the effects of a crash on the rider’s brain. The company has just recently released the newest version of its off-road helmet, the ATR-2. Building on everything that 6D has learned from its ATR-1, the ATR-2 features an evolved version of the company’s patented Omni-Directional Suspension system (ODS). ODS is a fully active, in-helmet suspension and kinetic energy management system whose function is to reduce energy transfer to the brain over a much broader range of energy demands, including low-, mid- and high-velocity impacts for both linear and angular accelerations. What this basically means is that, depending on the crash, your head can hit the ground not only multiple times, but also from an infinite amount of different speeds and angles. So, 6D has designed essentially a ball and socket system of dual Expanded PolyStyrene (EPS) liners that are connected via Elastomeric Isolation Dampers to isolate impact energy away from your brain caused by varying rotational forces. The elastic properties of the dampers, combined with their unique ‘hourglass’ shape, provide a progressive spring rate that manages low and mid-threshold accelerations, while simultaneously allowing the inner EPS liner to displace and shear in 3-dimensional space within itself. This omni-directional suspension capability provides ‘six degrees of freedom’, which became the inspiration for the company’s name – 6D Helmets. The ATR-2 is available in three shell sizes covering a size range from XS to XXL and comes with a three-year limited warranty. MSRP starts at $650. Shop Now Alpinestars Supertech SM10 Carbon – $580 The first thing you immediately notice about the M10 is its weight. Constructed from a carbon fiber shell, a medium M10 weighs only 1260 grams – that’s 2.78 lbs – and lighter than most other top-end helmets out there. It’s surprisingly light when you pick it up, and you just about forget you’re wearing it once it’s on, which translates to all-day comfort. Ventilation was an incredibly important focal point in Alpinestars’ design of the M10 in addition to its lightness. This helmet also flows a lot of air – noticeably more than other off-road helmets we’ve tested lately. MO Tested: Alpinestars Supertech M10 Helmet Review The M10’s carbon shell features a multi-composite combination of a 3K, high-density carbon outer layer, a unidirectional carbon composite layer (which gives greater radial strength around the shell, preventing compression but allowing controlled deflection for reducing transmitted impact energy), and an aramid fiber layer that provides critical penetration protection. This multi-compound shell encapsulates an inner four-part multi-density EPS liner which soaks up impact forces dissipated over the outer shell, and it all works in conjunction with its Multi-Directional Impact System, or MIPS for short. The Alpinestars Supertech M10 is both DOT and ECE certified, comes in six different sizes from XS to XXL, and pricing starts at $580. Shop Now Arai VX-Pro4 – 610 Founded in Japan, Arai has been building motorcycle helmets for nearly 70 years and is one of the top head protection choices of racers all around the world. While mostly known better for their street helmets, Arai has taken everything they’ve learned on-road and on the racetracks and implemented it into their off-road helmet – the VX-Pro4. Just as in every Arai helmet, the basic and simple organic shell shape is based on the R75 concept. Each hand-built Arai incorporates a continuous curve radius of at least 75mm, making the shells round, smooth and strong. Arai claims this R75 shape accounts for better dispersal of kinetic energy as well as minimizing the potential for the helmet to catch on rough surfaces or obstacles that can introduce unwanted rotational forces. The chin bar is also more rounded and compact, and the way in which it protrudes less makes it less likely to catch and dig in during a spill. The VX-Pro4’s shell is constructed from what Arai calls, Super Fiber, and it costs up to six times more than standard fiberglass but provides 30% higher tensile strength and increased penetration resistance. Building the helmet’s shell takes time and demands precise assembly by master craftsmen from many individual pieces, which Arai calls cLc (complex Laminate construction). The cLc construction contains a specially designed felt that is sandwiched between the two layers of Super Fiber Laminate, and it acts as a reinforcement layer without adding weight. The VX-Pro4’s visor is 14mm longer and 5mm wider than its VX-Pro3 predecessor that offers better roost deflection as well as more shade from the glaring sun. Finally, the VX-Pro4 also has emergency-release cheek pads as well as sound-absorbing ear-pad foam. The VX-Pro4 is available in sizes XS to XXL and comes with a five-year limited warranty. MSRP starts at $610. Shop Now Bell Moto-9 Carbon Flex – $630 Bell has been making motorcycle helmets ever since Christ was a child. Or at least it seems like it, because Bell has been synonymous with head protection since the company’s birth in 1954 and is the go-to helmet of countless professional racers. Bell’s premier off-road helmet is the Moto-9 Carbon Flex. It’s the most technically challenging helmet that Bell has ever produced, and it features a three-layer progressive system, in which each layer consists of a different material and density to more comprehensively disperse high-, medium- and low-speed impact energy. This Progressive Layering System also works to reduce the rotational energy transfer caused by the rider hitting the ground or any other foreign object at an angle that causes his/her head, skull and brain inside to rotate, which can cause serious injury and or trauma. The Moto-9 Carbon Flex has six removable panels and features a flexible, segmented liner that achieves an adaptive, more personalized fit for a wider variety of head shapes. This construction also allows the helmet to flow air more freely for better cooling and ventilation. This inner liner system can rotate relative to the middle and outer layers to further mitigate rotational impact forces. The Moto-9 Carbon Flex’s shell is made from a lightweight 3K Carbon Composite shell. The Carbon Flex is Bell’s top-of-the-line off-road helmet, but the company also offers the MIPS-equipped Moto-9, as well, which costs less and features the MIPS slip-plane technology (more on MIPS below) and an Aramid, carbon fiber and fiberglass composite shell instead. The Moto-9 Carbon Flex is available in sizes XS to XXL and comes with a five-year limited warranty. MSRP starts at $500. Shop Now FLY Racing Formula – $650 Tthe FLY Formula’s shell is built from 12k carbon fiber. The 12k refers to the 12,000 carbon filaments per band. These wider, flatter carbon fiber weaves make the shell both lighter and stronger than a smaller, more traditional carbon fiber weave. FLY’s Conehead EPS technology is made up of a unique EPS that “provides a softer liner through which cones help manage and absorb impact force more efficiently. Six critical zones have been fine-tuned for a progressive response to low-speed and high-speed impacts”. The helmet also uses a thicker EPS liner in specific areas such as the forehead to provide better protection in areas more likely to sustain impact. MO Tested: FLY Formula Helmet Review Heading deeper still into the Formula’s layers of protection are the Rheon Labs Impact Energy Cells. These cells are made from highly strain-rate sensitive polymers that stiffen momentarily while absorbing energy. The technology is similar to the more widely known D3O material. The shape of these cells is said to maximize absorption of low-speed linear and rotational impacts while reducing forces transmitted to the brain. The FLY Formula helmet is ECE and DOT rated and has four color options, all of which are priced at $650. Shop Now Fox V3 RS – $500 Being one of the original motocross and off-road riding gear and apparel companies, Fox has been pioneering and providing off-road riders technical race wear since 1974, and the V3 is their latest and greatest form of head protection. The V3’s most notable feature and biggest talking point is its all-new for 2018 Magnetic Visor Release System (MVRS). This innovative design replaces the traditional three-screw system that keeps a helmet’s visor in place with strong magnets. The idea is to allow the visor to easily release from the helmet in the event of a crash, however, the magnets are strong enough to keep it secure and in place while deflecting roost. Allowing for the visor to release from the helmet in a crash like this means there are fewer angles and surfaces to catch and dig into the ground, which mitigates rotational force to the rider’s head and brain. Adding to the safety of the Fox V3 is the Multi-Directional Impact Protection System – more commonly referred to as MIPS – within the helmet’s multiple-composite shell construction. Mimicking the cerebrospinal fluid, the idea behind MIPS is adding a low-friction layer between the helmet and the head. This technology allows the innermost layer of the EPS liner to move independently of the outer layer, which in turn, reduces the rotational force otherwise transmitted to the brain. Additionally, the V3 features 14 intake and 4 exhaust vents to channel fresh air through the helmet and allow hot air to escape. A DriLex Comfort Liner is found on the interior padding and it effectively wicks away sweat and moisture. The Fox V3 comes in four different shell and EPS sizes for a precise fit and is available in sizes XS to XXL. MSRP starts at $500. Shop Now Klim F5 Koroyd – $650 Klim – pronounced: climb – FYI, has been specializing in enduro and adventure riding gear for nearly 20 years, and is more often than not the go-to choice for the most hardcore off-road riders. So, it’s safe to say the Idaho based company knows a thing or two about producing quality technical and protective gear. MO Tested: KLIM F5 Koroyd Helmet Review The F5 Koroyd is Klim’s premier off-road helmet, and Koroyd isn’t just some funky helmet name, it’s actually a next generation energy absorbing technology. It’s engineered with a unique honeycomb-like structure which is designed to reduce trauma levels with innovative energy management properties. When impacted, the Koroyd cores crush homogeneously, decelerating the energy from the impact and reducing final trauma levels. In addition to the strategically placed Koroyd layers, the Klim F5 features MIPS technology as well, which, as mentioned earlier, reduces the rotational force from angled impacts otherwise transmitted to the brain. Also found in the F5’s interior are two dual-density EPS layers, and it’s all fully wrapped in a Klim Karbon Fiber Shell. The F5 Koroyd also boasts of being the industry’s most well ventilated off-road helmet, with 18 different intake ports and eight exhaust vents. It almost sounds like staying warm will be a bigger challenge than staying cool! The F5 Koroyd has a DryLex Comfort liner, comes in three different shell sizes with matching EPS liners for maximum protection and comfort, and is available in sizes S to 3XL. MSRP is $650. Shop Now Leatt 9.5 Carbon V21 – $550 Leatt entered the motorcycle protective gear industry with its revolutionary and highly acclaimed GPX line of neck braces. A prototype was formulated in 2001, and in 2006, the GPX line was officially born. Since then, Leatt has received countless awards and has grown to produce other protective gear as well, including the company’s premier GPX 6.5 Carb V16 helmet, which has given way to the 9.5 Carbon range. We all crash – it’s inevitable – and Leatt is determined to mitigate as much of that risk as possible. The Leatt 9.5 Carbon features what the company calls, 360-degree Turbine Technology. This technology has two main advantages: namely the reduction of rotational acceleration to the head and brain, and the absorption of energy upon impact at concussion level. Leatt claims that their technology reduces up to 30% of head impact at the concussion level, and up to 40% of rotational acceleration to the head and brain. It’s all constructed from multi-density, V-shaped impact foam that’s molded directly to the outer shell. The 9.5’s shell is constructed from carbon fiber and is available in three different shell sizes. The outer shell mass has been reduced 10%, resulting in what Leatt claims to achieve 20% less rotational forces transferred to the neck, head and brain. The helmet also has a Dri-Lex moisture wicking, breathable, anti-odor and washable inner liner, as well as removable cheek pads in the event of a crash that requires immediate medical attention. The Leatt 9.5 Carbon V21 is available in sizes XS to XXL and MSRP is $550. Shop Now Shoei VFX-Evo – $530 One can’t help but think of Shoei anytime premium motorcycle helmets are mentioned. Since 1959, every Shoei has been handmade in Japan utilizing a sophisticated process that involves over 50 people for each and every helmet. Shoei doesn’t offer multiple versions of the same helmet with different technologies and varying price points. The company only offers what they consider to be the best for the category, and the VFX-Evo is its premier off-road helmet. MO Tested: Shoei VFX-EVO Helmet Review The VFX-Evo’s predecessor, the VFX-W, was incredibly popular amongst all the top riders, and it went unchanged for many years because of how ahead of the times it was when initially released. The VFX-Evo takes it to another level. Just like all of the other helmets on this list so far, the Evo’s top priority is to mitigate rotational acceleration to the head, neck and brain. Shoei calls their technology, Motion Energy Distribution System, or M.E.D.S. for short, and I can proudly say that having crashed and bounced my head off the ground like a basketball in this helmet multiple times already, it seems to be doing its job. Despite multiple dirt samples, not once have I ever suffered any sort of injury above the shoulders, though some would probably argue I’m already somewhat sick in the head… The VFX-Evo’s Multi-Ply AIM+ shell is hand constructed through a matrix of organic and glass fiber-reinforced layers and resin. The Evo’s outer shell is both lighter and more elastic, yet just as strong and even more resistant to penetration due to the additional use of special 3D fibers. Shoei’s innovative Dual-Layer, Multi-Density EPS liner is what’s found under the shell, and this system provides enhanced impact absorption by utilizing varying densities of foam in key areas around the rider’s head. This combination of layers is designed to enable cooling air to travel unrestricted through tunnels created in the EPS, allowing for not only great ventilation and cooling, but a better, more customized fit as well. The Shoei VFX-Evo comes in three different shell and EPS sizes for a precise fit and features a five-year limited warranty. It’s available in sizes XS to XXL and MSRP starts at $529. Shop Now Thor Reflex Carbon – $495 Thor’s newest Reflex line of helmets utilizes Koroyd technology in key areas. Koroyd’s welded tubes crumple instantly and consistently on impact, absorbing maximum force in a controlled manner, minimizing energy transferred to your head. Koroyd is also lighter than standard EPS liners. This technology also allows the helmet to ventilate much better via its intake and exhaust ports. MIPS is also used to mitigate rotational injuries. The Reflex Carbon uses pre-impregnated carbon fiber material sheets to increase strength and decrease the shell weight. Other variants use fiberglass composite shells with Koroyd and MIPS standard across the board. The DRYFORM liner is washable and antimicrobial and also features contoured cheek pads with quick release pull tabs in the case of an emergency. The Thor Reflex is available in five variants (only one of which is carbon fiber) starting at $395 with sizes ranging from XS to 4XL. Shop Now Troy Lee SE4 Carbon – $650 Last but not least, Troy Lee is probably best known for his wild and vibrant custom helmet paint jobs that countless racers have donned, both on- and off-road since the ‘80s. From there, Troy expanded to offer equally bright and eye-catching gear sets, and ultimately his own helmet line too, and the SE4 Carbon Metric is currently the premier model. As its name might suggest, the helmet’s outer shell is constructed from carbon fiber, and it’s incredibly lightweight. Like other helmets on this list, the SE4 also features the MIPS brain protection system, reducing rotational forces to the head, neck and brain. The chinbar’s inner makeup consists of Expanded PolyPropylene (EPP) and flows a lot of air. The helmet also comes with 20 air intake ports and six rear exhaust ports to channel cool air over and around the rider’s head. The cheek pads, like the rest of the helmets on this list, are also easily removable by first responders in the event of a more serious crash and the visor is attached with plastic screws in brass fittings to allow it to break away in the event of a bigger spill. The Troy Lee Designs SE4 Carbon Metric comes in three shell sizes to more accurately fit a variety of head sizes and rider ages, is offered in XS to XXL sizing and costs $650.00. 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 Dirtbike Helmets appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/VeOTaA_ZFuwSource

Honda Europe announced new CRF300L and CRF300 Rally dual sports for 2021, replacing the CRF250L and CRF250L Rally models. As of this writing, American Honda has yet to confirm whether it will import the new 300 models, but it’s likely we’ll receive news shortly. The new CRF300 models are powered by a fuel-injected liquid-cooled DOHC Single enlarged from the previous 250cc to 286cc. This was achieved by increasing the stroke to 63 mm from 55 mm while keeping the bore at 76 mm and the compression ratio at 10.7:1. If these figures sound familiar, it’s because Honda did the same thing when it turned the CBR250R into the CBR300R. Honda also revised the intake cam timing to boost low- to mid-range response. Other changes include a new air filter design, a lighter exhaust downpipe, a new silencer and revised ignition timing. With these changes, the 286cc engine claims a peak output of 27 hp at 8500 rpm and 19.6 lb-ft. at 6500 rpm. These numbers are both up from the CRF250 engine’s claimed 24.4 hp at 8500 rpm and 16.7 lb-ft., but down slightly from the CBR300R and CB300R. The CRF300 dual sport engine is Euro 5 compliant however, while the other two 300 models have been absent from Europe for a couple of years now. With the larger engine comes a revised transmission with shorter ratios for gears 1 through 5 and a larger 6th gear for improved highway cruising. Honda also added an assist and slipper clutch to reduce lever effort and smooth out rear wheel hop during rapid downshifts. The CRF300L and CRF300 Rally use a new steel semi-double cradle frame design Honda claims weighs 4.7 pounds lighter than the previous frame. The weight reduction comes via a slimmer main and lower down tubes and a narrower central bracing tube. Along with the weight savings, Honda claims the frame has 25% less lateral rigidity, resulting in improved handling feel. The cast aluminum swingarm was also redesigned for lighter weight and reduced rigidity. Honda also used aluminum instead of steel for the bottom yoke, resulting in a savings of 1.6 pounds from a position high above the center of gravity. Both CRF300 models come equipped with a 43 mm Showa inverted fork with revised spring weight and damping settings than the previous fork. The revised fork now offers 10.2 inches of travel, compared to the previous unit’s 9.8 inches. The Pro-Link rear suspension also sees an increase in travel to 10.2 inches from the previous 9.4 inches. Thanks to changes to the frame, engine crankcases and oil drain plug, Honda was able to increase the ground clearance of both models. The CRF300 Rally now offers 10.8 inches of ground clearance, compared to the CRF250L Rally’s 10.6 inches while the CRF300L sees a larger jump to 11.2 inches of clearance from 10 inches. The CRF300L is equipped with a single 256 mm front brake rotor and a two-piston caliper while the Rally uses a larger 300 mm disc. Both models use the same 220 mm rear disc with single-piston caliper. The 300s both receive a new, lighter integrated rear master cylinder inherited from the CRF motocross bikes. Both models come with a two-channel ABS as standard for the European spec; we’ll have to wait for the U.S. announcement to learn if ABS is standard or optional here. Honda tweaked the ergonomics, pulling the handlebars back slightly while moving the foot rests lower and further back. The CRF300L’s saddle is 34.6 inches from the ground, an increase of 0.2 inches, while the Rally’s seat was lowered 0.4 inches to 34.8 inches and is now rubber-mounted. The CRF300 Rally also gets rubber inserts for the footpegs and internal handlebar weights to reduce vibrations. Other highlights include updated bodywork, reshaped front fenders and an updated LCD display. The CRF300L has a 2.1-gallon fuel tank while the CRF300 Rally carries 3.4 gallons. The Rally model also receives a slightly wider seat, hand guards, an LED headlight, skid plate and additional bodywork inspired by Honda’s CRF450 Rally racer. Specifications 2021 Honda CRF300L 2021 Honda CRF300 Rally Engine Type Liquid-cooled, single cylinder DOHC, four valves Liquid-cooled, single cylinder DOHC, four valves Engine Displacement 286cc 286cc Bore x Stroke 76.0mm x 63.0mm 76.0mm x 63.0mm Compression Ratio 10.7:1 10.7:1 Max. Power Output 27.0 hp at 8500rpm (claimed) 27.0 hp at 8500rpm (claimed) Max. Torque 19.6 lb-ft. at 6,500rpm (claimed) 19.6 lb-ft. at 6,500rpm (claimed) Oil Capacity 0.5 gallons 0.5 gallons Carburation PGM-FI electronic fuel injection PGM-FI electronic fuel injection Fuel Capacity 2.1 gallons 3.4 gallons Battery Capacity 12V-7AH 12V-7AH Clutch Type Wet multiplate, assist/slipper clutch Wet multiplate, assist/slipper clutch Transmission Type 6-speed 6-speed Final Drive Chain Chain Frame Steel semi-double cradle Steel semi-double cradle Front Suspension 43mm telescopic invertedfork 43mm telescopic inverted fork Rear Suspension Pro-Link Pro-Link Brakes Front 256mm x 3.5mm disc with two piston caliper 296 mm x 3.5mm disc with two piston caliper Brakes Rear 220 mm x 4.5mm disc with single piston caliper 220 mm x 4.5mm disc with single piston caliper Wheels Front Aluminum spoke Aluminum spoke Wheels Rear Aluminum spoke Aluminum spoke Front Tires 80/100-21M/C 51P 80/100-21M/C 51P Rear Tires 120/80-18M/C 62P 120/80-18M/C 62P ABS System Type 2 channel ABS 2 channel ABS Instruments LCD LCD Headlight Bulb LED Taillight Bulb Bulb Dimensions (LxWxH) 87.8 inches x 32.3 inches x 47.2 inches 87.8 inches x 36.2 inches x 55.7 inches Wheelbase 57.3 inches 57.3 inches Rake x Trail 27.5°/4.3 inches 27.5°/4.3 inches Seat Height 34.6 inches 34.8 inches Ground Clearance 11.2 inches 10.8 inches Curb Weight 313 pounds (claimed) 337 pounds (claimed) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Honda CRF300L and CRF300 Rally Announced for Europe appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/gDsSwPbQNo4Source

The perfect solution for being able to ride year-round would be to have gear that can handle all four seasons. Wait – we do! That’s exactly what this list is about. Well, at least your upper half, anyway. What you’ll find below are our picks for four-season motorcycle jackets. You’ll notice as you scroll down that most of these jackets are touring-oriented. The reason is pretty simple: those are typically the riders that will face the gamut of weather extremes on just one ride. So, if a jacket will work for them in extreme conditions, chances are they’ll handle your ride to work in December just fine. Assuming you’re not working from home, that is. Before we jump to the list, realize that while these jackets are made to handle all four seasons, by that very definition these jackets are a compromise. None of these jackets will outperform a dedicated summer jacket in the middle of July, but if you truly only have the budget for one jacket, and are willing to sweat a little, all of these picks are very versatile. Table of Contents Aerostich Darien Jacket - $600 Alpinestars Men's Andes v2 Drystar Motorcycle Jacket - $270 Cortech Sequoia Jacket - $350 Dainese D-Blizzard D-Dry Jacket - $395 Firstgear Kilimanjaro Textile Jacket - $420 Held Carese II Goretex - $654 Joe Rocket Women's Atomic 5.0 Jacket - $170 KLIM Apex Jacket - $650 Olympia Expedition II Women's Jacket - $150 Revit Neptune 2 GTX Motorcycle Jacket - $600 Tourmaster Advanced Textile Jacket - $150 Aerostich Darien Jacket - $600 Aerostich has been around for nearly as long as Ryan Adams has been alive, and one of its OG products is this, the Darien jacket. Layer up or layer down, the Darien is Aerostich’s entry into the one-jacket-does-it-all category. To quote ‘Stich literature, the Darien is “Built for hard everyday wear, long trips and extreme adventure and endurance riding. Whether you are heading across town or across Siberia, this is the toughest most reliable single-layer textile jacket and pants available.” There’s a reason why the Darien has such staying power. Because it works. In fact, here’s more from Aerostich to tell you why: Exclusive features include a tough abrasion-resistant Mil-spec 500 Denier Cordura GORE-TEX breathable/waterproof outer fabric, removable hard shell TF3 or TF6 elbow and shoulder armor, generous 3M Scotchlite reflective areas, adjustable anti-flutter sleeve tabs, and removable magnetic collar clasps. The Darien also accommodates optional TLTec fleece liners that fit perfectly inside this outer jacket. The liner’s underarm vent zippers line up, and everything works together perfectly. Those optional reversible TLTec liners are perfect on cool mornings and for all ‘off-the-bike’ wear, too. They fold into their own compact zippered pockets, and can be attached to your bike or worn on a belt like a fanny pack. With new construction, an optional zip-in liner zipper (#375) is available at no charge. Shop Now Alpinestars Men's Andes v2 Drystar Motorcycle Jacket - $270 The Alpinestars Andes jacket is one of the company’s best-selling touring jackets of all time. Constructed using Alpinestars’ proprietary Drystar waterproof and breathable membrane, its long-sleeve thermal liner keeps you warm on cold days and when it’s hot outside you can simply take it out and store it in the attached compartment in the lower back of the jacket. Full-length zippers along the sides reveal ventilation channels for further cooling on hot days, too. Pre-contoured sleeves with stretch panels at the elbows make the Andes ultra comfortable in the riding position, and the bicep and forearm snaps ensure a proper fit to your arms. Huge front pockets offer lots of storage. Shop Now Cortech Sequoia Jacket - $350 The Cortech Sequoia is quite a do-it-all jacket, with features you won’t find in some other jackets. It is constructed with abrasion resistant 600D Carbolex, rip stop material and 1680D ballistic polyester. Embedded within is a removable waterproof and breathable Rainguard barrier so you stay dry and protected from Mother Nature. For hot weather, or if you’re riding off-road in slow, technical terrain, the Sequoia allows you to remove the zippered sleeves altogether. Of course, we don’t recommend this if you’re moving along down pavement at speed, but we can see where there would be situations for it. Further relief from the heat comes from the modular backpack/hydration pack integrated into the jacket design. Two removable chest pockets cover large mesh panels for even more ventilation, while a large rear ventilation panel lets air flow from front to back. Storage doesn’t need to be a concern as the sleeve pocket, two zippered hand warmer pockets and a rear bellows pocket with incorporated fanny pack provide mega storage. Removable, C.E. approved armor at the elbows and shoulder protect from impact, and a triple density back protector helps protect the spine, too. Shop Now Dainese D-Blizzard D-Dry Jacket - $395 Dainese‘s D-Blizzard jacket has been developed for long-range touring, with lightweight laminated D-Dry membrane to keep out the elements. With a removable thermal collar liner and coated, direct-to-body air vents at the chest and back, the D-Blizzard is ready for any temperature. Shoulder and elbow armor absorb impact in a fall, and the seven – yes, seven – pockets strategically placed throughout ensure you have enough storage space. Two of those internal pockets are even waterproof. The Dainese D-Blizzard is a highly versatile jacket, ready for anything. Shop Now Firstgear Kilimanjaro Textile Jacket - $420 The iconic Firstgear Kilimanjaro jacket is well known, and recent updates have made it even better. A nylon-shell exterior is bonded with a PTFE laminate that’s not only durable and long-lasting, but also waterproof and breathable. Impact protection is provided via D3O padding that feels soft and pliable under normal conditions but instantly hardens upon impact, making for a comfortable fit during normal usage while still providing excellent load distribution once you hit the ground. You’ll find it in the shoulders, elbows, and the back pad. Adjustable waist straps help ensure a proper fit for a wide range of body types, while the top shoulder vents feature straps to keep them open for maximum airflow, no matter the riding position. Each Kilimanjaro comes with a five-year limited warranty. Shop Now Held Carese II Goretex - $654 Held really takes the four-season jacket thing seriously, as evidenced by the Carese II. The outer shell is made from Dupont Cordura 500d, so it can take a beating should you fall. Inside, there’s a Coolmax breathable mesh inner liner along with En 1621-1 Ce-approved Held Cloverleaf Sas-Tec shoulder and elbow protectors to help distribute the impact shock in a fall, limiting the damage to those areas. To keep water out, Held turned to Gore-Tex to make a waterproof and breathable inner jacket. On warm rides, air vents on the arms, on each breast, and across the back help draw fresh air in and flow it out. Storage space is handled with three inner pockets, one back pocket, an internal cell phone pocket, and a map pocket. So, really, you have no reason not to bring that one extra stick of lip balm. Strategic stretch panels and waist belts ensure the Carese fits all kinds of body types. Shop Now Joe Rocket Women's Atomic 5.0 Jacket - $170 Obviously women need a versatile four-season jacket too, and the Joe Rocket Women’s Atomic 5.0 has them covered. Combining a waterproof-treated Rock-TEX membrane and Hitena outer shell, you get maximum weather protection and abrasion resistance. Externally accessible C.E. approved armor in shoulders elbows is standard fare. On hot rides, air can make its way into the jacket via the variable flow ventilation system with waterproof zippers – just look at the length of those zippers running down the front of the jacket to get an idea how much area gets fresh air! This vent technology has been tested in the wind tunnel, earning it patent pending status. From a comfort standpoint, full flex articulated back expansion panels allow natural range of motion, while the neoprene cuff is comfortable on the skin. Storage space comes from the two outside pockets, one internal chest pocket, and a large padded lower back storage pocket. Of cours, there’s a removable insulated full sleeve liner with an internal pocket. Shop Now KLIM Apex Jacket - $650 The Klim Apex jacket is inspired by racers and their pursuit of chasing perfection, lap after lap. To that end, Klim guarantees the Apex will keep you dry thanks to its Gore-Tex three-layer shell and YKK water-resistant zippers. Leather overlays on the shoulders and elbows add a little extra abrasion protection in a fall, while D3O armor in the shoulders, elbow, and back provide next-level impact protection. As far as ventilation goes, several vent panels, including two huge, oblong panels behind the side pockets let in lots of air. There are no less than 11(!) pockets throughout the jacket, with several snaps and adjusters to tailor the fit accordingly. Shop Now Olympia Expedition II Women's Jacket - $150 Another great four-season jacket for women, the Expedition is tailored for women with a form flattering hourglass shape that also offers major adjustability at the arms, torso, and hips. Olympia’s exclusive Three-Layer system is the perfect answer for all-weather, multi-season riding. The first layer is a 500 and 1000 D Cordura shell for maximum abrasion resistance. Olympia’s Mega Vent Panel System goes from total wind blockage to completely open airflow within seconds. In addition, zip down Cordura panels at the chest, arms, and back open mesh panels for that little extra airflow. The second layer is a fully functional rain jacket you can wear either over or under the main jacket, depending on conditions. Clever packaging hides a knit hood with a rubberized lower to keep out water. Better still, this hood fits comfortably under a helmet. Lastly, the third layer consists of a removable full sleeve thermal layer with Thermolite insulation. This layer can be worn under the rain jacket or the main outer shell. This highly versatile system ensures the rider has a suitable level of protection – and warmth – no matter the riding conditions. Shop Now Revit Neptune 2 GTX Motorcycle Jacket - $600 One of the selling points of the Neptune 2 GTX jacket is its subdued styling (assuming, of course, you opt for something other than the neon yellow color) while still being purpose-built for all-season, daily commuters and long-distance travellers looking for versatility. The jacket, as well as the accompanying pants (sold separately), are constructed from an extremely abrasion-resistant and highly breathable Teflon-coated outer shell, while inside you will find a separately wearable and 100% waterproof Gore-Tex jacket with Paclite Technology. A thermal layer provides the defence against the cold, which will protect your core even in the coldest of weather conditions. With the waterproof and insulation layer removed, the Neptune GTX Jacket is a highly ventilated jacket, with strategically placed vents across the chest, arms, and back. Not to worry about crash protection, either, as the shell incorporates Rev’it’s award-winning SEEFLEX CE-level 2 armor at the elbows and shoulders. Shop Now Tourmaster Advanced Textile Jacket - $150 A comfortable motorcycle jacket makes for a comfortable ride, and the Tourmaster Advanced jacket offers a plethora of features to keep you comfortable. CE-Approved armor and 1680 denier Ballistic material offer the highest level of protection in the shoulders and elbows. A removable insulated full-sleeve liner allows you to adjust to varying conditions, while vents in the shoulder, chest, and back help maximize air flow. A waterproof, breathable Rain guard barrier in the jacket allows the vents to work while helping keep you dry. 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. 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Well, we’ve already seen this lovely engine in the Africa Twin, but Honda’s 1084 cc parallel Twin is going to be just as cool and even more accessible, to more people, slotted into Honda’s latest cruiser. With a seat Honda says is just 27.5 inches from the dirty boulevard, and the option of the excellent DCT automatic transmission, this one’s going to be a motorcycle anyone can ride. And at $9,999 for the DCT version ($700 less for the 6-speed manual), it’s also a bike almost anybody can afford. And HELLO, those prices include ABS brakes, USB ports, ride modes and wait for it: cruise control. 2021 Honda Rebel 1100 We were really impressed with the 2020 Rebel 500, which turned out to be surprisingly sporty and more fun to ride than we grizzled veterans expected. Honda claims more of the same for the 1100, including a bank angle of 35-degrees via a cartridge-type 43 mm fork, twin Showa shocks with piggyback reservoirs, and a curb weight of 509 pounds for the DCT version – quite light for a big cruiser. Honda says the cruiser market has changed, that “while many cruiser riders are content to limit their seat time to short jaunts at a relaxed pace, some enjoy more spirited outings on winding roads, and still others look to cover longer distances in a relatively straight line; a growing number want to do some combination—or maybe even all—of the above. In almost every case, these riders have a strong sense of community, and prefer their time on and around motorcycles to be shared with friends. In short, today’s cruiser customer doesn’t fit a stereotype, and neither should today’s cruiser.” 1084 cc of Unicam parallel Twin with 270-degree crankshaft ENGINE / DRIVETRAIN The 1084 cc liquid-cooled parallel Twin lifted from the Africa Twin has been “adjusted” in order to facilitate both exciting rides and no-pressure relaxed touring, with the DCT and three ride modes further enhancing both types of rides. The parallel-twin design, along with Honda’s Unicam single-overhead-cam valvetrain, keeps most of the weight low and rearward, for good mass centralization and a low center of gravity. Unicam also contributes to a more compact engine, as does the dry-sump lubrication system, which places the oil tank inside the crankcases. Those things contribute to the new Rebel 1100’s easy low-speed handling while allowing plenty of cornering clearance for aggressive riding – while still allowing the squat styling and low seat height (27.5 inches) that are what cruisers are all about. 2021 Honda Rebel 1100 Setting off car alarms is what cruisers are also about, and while we’re sure the new Rebel will meet all sound requirements, Honda also says “the uneven firing interval provided by the 270-degree crankshaft design animates a pulsing, rhythmic feel at idle and low engine speeds. A two-axis primary balancer minimizes unpleasant vibrations by canceling primary inertia, resulting in a smooth-running engine that still produces substantial power.” Bespoke ignition timing and fuel-delivery maps give the Rebel 1100 engine a character all its own: Compared to the Africa Twin, the flywheel is 20% heavier, and the Rebel’s intake and exhaust system designs are also different. The result, says Honda, is enhanced cylinder “pulsing” at low rpm, while power at higher engine speeds is maximized. “The muscular engine signature is unlike that of any other cruiser on the market, delivering both relaxed and exciting riding experiences.” ELECTRONIC CONTROLS Along with its new ride-by-wire system and In keeping with its sporting capabilities, the new Rebel 1100 gets Honda Selectable Torque Control (incorporating Wheelie Control) and three ride modes, as well as cruise control. HSTC / Wheelie Control Honda Selectable Torque Control (traction control to you and me) inhibits rear-tire slip during acceleration and cornering by detecting differences between front- and rear-wheel speeds: When the calculated slip ratio goes beyond a specific level set by the rider, the ECU tells the fuel injection to chill until the rear tire gets a grip. An indicator light on the lone clock turns on when the system is in operation. Also, when the system detects the front wheel is decelerating while the rear wheel is accelerating, it decides that a wheelie is occurring, intervenes, and notifies the authorities. Kidding about that last part. Riding Modes Each of the three modes provides a distinct riding experience, says Honda, enhancing the Rebel 1100’s “Relax and Excite” ethos. Each ride mode is comprised of carefully balanced settings for power, HSTC (including Wheelie Control), engine braking, and DCT shift timing. Standard: This mode has middle-of-the-road settings for all parameters, resulting in a riding experience that can be relaxed for city riding or cruising, yet exciting when the throttle is opened. Power is brisk but manageable, shift-timing is appropriate for a wide range of situations, engine braking is natural-feeling and HSTC suppresses unexpected slip. Sport: Programmed for exciting, spirited riding, this mode is great for exhilarating outings, on winding roads for example. It has an aggressive, strong power delivery and low intervention for HSTC. Engine braking is natural-feeling, and gear-changes up and down occur at higher rpm, with vigorous blipping on downshifts to emphasize aggressiveness. Rain: Not just for wet conditions, this mode is ideal for situations when traction is limited, but also when a relaxed, enjoyable, comfortable, energy-conserving riding experience is desired. Throttle response and engine braking are both mild, and gear changes occur at lower rpm, for minimum shift shock and vehicle pitching. HSTC has high levels of intervention. A customizable User mode can also be set up to the rider’s preferences, and the ECU remembers the previously selected mode when you hit the ignition. What else is in its class is hard to say offhand, but Honda says the Rebel 1100 is the only model in it to come standard with cruise control. Yay. Especially nice to have when riding a “fists-in-the-wind” cruiser. Dual Clutch Transmission The Rebel 1100 is available with a six-speed automatic Dual Clutch Transmission — a Honda exclusive in the powersports world – which should be a huge boon to sales if anyone bothers to inform the public it exists. (Polaris tells us Slingshot sales went up 40% after it came out with its automatic last year.) There is no clutch lever or foot shift lever. Honda introduced DCT technology to the powersports world in the 2010 VFR1200F, and has applied evolved iterations to its NC750X, Africa Twin, and Talon sport side-by-side, as well as the Gold Wing (which gets a 7-speed version). The latest-generation DCT featured on the Rebel 1100 uses two coaxial main shafts and two automatic clutches, one for the odd-numbered gears (1/3/5) and one for the even-numbered gears (2/4/6). Multiple gears are engaged simultaneously so that the transmission is constantly prepared for the next shift. Data, collected by a series of sensors, is processed by the ECU, which uses an advanced algorithm to determine when the shift-control motor should hydraulically trigger gear-changes. At those moments, one clutch disengages and the other engages, resulting in shifts that are quick, smooth and seamless. Power is delivered to the rear wheel via an efficient and durable 525 chain. There’s also a manual mode that lets you bang up- and downshifts with buttons on the left switch cluster; pull with the index finger for up, push with the thumb for down. Even in automatic mode, the rider can still make manual shifts; DCT will then return to automatic shifting after a few seconds. CHASSIS & SUSPENSION With a 59.8-inch wheelbase and a 30-degree fork angle, the Rebel evokes a cruiser style that belies its sporting capabilities. That’s because its rake angle is 28 degrees and trail is only 4.3 inches (109mm), allowing both straight-line stability and quick-enough handling. Together with the mid-mount footpegs and foot controls and Honda’s claimed 35-degree bank angle, the big Rebel should scoot. 43mm cartridge-style fork sliders are coated in dark navy titanium oxide, while the two-part sliders are wrought and die-cast aluminum. Wheel travel is 5.5 inches. Rear suspension is by dual Showa shocks with 12.5mm shafts and pressurized piggyback reservoirs for consistent damping force. Rear-wheel travel is 3.7 inches. Preload is adjustable at both ends of the bike, to accommodate a wide size range of humans. A lone 330mm floating rotor acted on by a four-piston monoblock radial-mount caliper looks plenty up to the task. Out back there’s a single 256mm disc. ABS is standard equipment. Sporty cast wheels provide optimum rigidity and contribute to the bike’s neutral handling character, says Honda. Radial tires in 130/70-18 (front) and 180/65-16 contribute to the powerful styling. STYLING & DESIGN “Simple, raw and casual-yet-serious,” waxes Honda. The bike’s narrow, curvy 35mm steel main tube “contributes a bulky appearance to the machine’s sleek form, while the rear has looping lines. The low, long, scallop-style, flangeless fuel tank is enhanced by subtle, low-contrast, two-tone colors.” Honda says fuel capacity is 3.6 gallons, including a 1.1 gallon reserve, enough for touring (by cruiser anyway). Progressive foam thickness is said to maximize comfort for long trips in a seat whose dished design holds the rider in place. The seat’s narrow front section makes it even easier to put both feet on the ground at stops. Popping the seat off reveals a three-liter storage space, plus 3-amp USB-C terminals for stowing and charging phones and things. Front and rear fenders are both 1mm real steel, produced through a drawing process, and attached die-cast aluminum brackets. Various accessory passenger seats bolt to the rear fender. The engine, frame, suspension and other components are blacked out; even the D.I.D drive chain is plated with black highlighting, enhancing the bike’s raw, cool character. Meter / Controls One 4.7-inch round multi-function meter is offset-mounted and mimics the look of a big analog gauge, while its LCD display adds a touch of modern, high-tech beauty. In addition to speedometer, tachometer and tripmeter readings, the cruise-control and transmission functions are displayed on the gauge. The ignition switch is on the left side of the frame, where it also can be used to remove the seat. The handlebar bend produces an upright riding position. The left-hand switch cluster includes DCT upshift and downshift controls, a horn, an up-down toggle for scrolling through riding modes, a select/enter button and a hazard-light switch. The right-hand cluster houses the start button and cruise-control switches. You lookin’ at me? Notice absence of clutch lever on DCT model, and upshift paddle. Fun. Lighting The 6.9-inch round headlight is mounted low to enforce the Rebel’s sleek profile. It houses four direct-emitting LED bulbs with thick inner lenses, achieving a cool, iconic look; light-directing guides on both sides of the housing highlight the character lines of the lenses. The 2.1-inch diameter turn signals are also LED; the front signals contain round light-guiding rings that function as position lights. The LED taillight has a thin, simple, oval design that complements the low-slung cruiser style. A small LED light illuminates the license plate. That’s all we have for now, but it seems like a lot. The 2021 Honda Rebel 1100 is scheduled for release in January and will be available in Metallic Black and Bordeaux Red Metallic. The MSRP is $9,999 ($9,299 for the manual-transmission version). ABS is standard. Honda’s website has additional information on the Rebel 1100. The post 2021 Honda Rebel 1100 First Look – Updated! appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/2ZpP7YExBK0Source

Fans of lightweight versatile motorcycles rejoice! Kawasaki has announced two new motorcycles for 2021 built around the 2021 KLX 300 platform. The first is the 2021 KLX 300 Dual-Sport, which Kawasaki says “comes ready with all the tools necessary to deliver an exciting riding experience, taking on paved streets, back roads, wooded trails and beyond.” The 2021 KLX 300SM takes the same platform and wraps it in more streetable components suitable for everything from commuter duty to unkinking the most serpentine roads to fun days on the supermoto track. The heart of these two fun machines is a 292 cc liquid-cooled DOHC Single which has been tuned for a broad power spread. Cam profiles were sourced from the KLX300R, while each valve receives its own cam lobe for shim-under tappet clearance adjustment. Breathing through those valves is a flat piston in a pent-roof combustion chamber, featuring a 78.0 x 61.2 mm bore and stroke. Durability and friction are addressed with an electrofusion cylinder and ultra-hard coating in the aluminum cylinder. Finally, fuel injection makes sure the mixture is meted out for maximum power and efficiency. To make long rides comfortable, the engine vibrations are minimized by a chain-driven counterbalancer. The chassis consists of a box-and-tubular-section high-tensile steel perimeter frame for a narrow, light package that will be appealing to a wide variety of riders. The 26.7° rake and the short wheelbase make for a quick-handling motorcycle in either dual-sport or supermoto trim. The fork is a 43mm inverted cartridge-style unit with a Uni-Trak suspension taking care of the rear. The KLX 300 gets 18- and 21-inch wheels shod with dual-purpose tires, while the KLX 300SM gets 17-inchers front and rear with street-focused rubber. Braking for the KLX 300 is handled by a twin-piston caliper gripping a 250 mm disc up front and a single-piston caliper with a 240 mm disc out back. The KLX 300 SM goes a slightly sportier route with a 300 mm semi-floating disc up front and the same rear disc as the KLX. The ergonomics are what you would expect from a bike of this type. The riding position is upright with the feet directly below the rider. The KLX gets a slightly wider handlebar, while the SM sports a narrower handlebar as befits its job description. Instrumentation for the two bikes is digital with a digital speedometer, bar-type tachometer, clock, dual trip meters, and a range of warning/indicator lamps. The bikes get different color options. The SM wears Lime Green/Ebony and the Oriental Blue/Ebony colorways, and the KLX a choice of Lime Green and the Fragment Camo Gray. Pricing is $5,599 for Lime Green and $200 more for Fragment Camo Gray. The KLX 300SM retails for $5,999. Begin Press Release: 2021 KLX® 300 Dual-Sport Motorcycle. The all-new 2021 Kawasaki KLX®300 motorcycle is designed to provide unlimited on- and off-road fun for riders of all skill levels. Staying true to its roots, the all-new KLX300 lightweight dual-sport motorcycle comes ready with all the tools necessary to deliver an exciting riding experience, taking on paved streets, back roads, wooded trails and beyond. The new engine on the KLX300 features an easy to use powerband that provides unmatched rider comfort and delivers an exhilarating pull at higher revs. Fitted with a 21-inch front wheel, off-road tires and upgraded suspension, the KLX300 is equally at home navigating city traffic or traversing wooded trails. 2021 KLX300 HIGHLIGHTS Powerful fuel-injected 292 cc liquid cooled four stroke engine Convenient electric start Dual-sport tuned long-travel suspension On-road dual-sport versatility ENGINE The new KLX300 dual-sport is powered by an enduro-inspired 292 cc liquid-cooled DOHC engine with a rewarding spread of power across the rev range. The engine features cam profiles sourced from the KLX®300R off-road model, an electrofusion cylinder and ultra-hard coating in the aluminum cylinder. The result is a crisp throttle response that complements the motorcycle’s rider-friendly low to mid-range and offers improved engine reliability. A lightweight piston, piston pin and connecting rod also contribute to power-producing revs. The engine has low reciprocating weight thanks to the use of a cam lobe for each valve, with shim-under tappet arrangement, which also contributes to better efficiency during high RPM. With a bore and stroke of 78.0 x 61.2 mm, the engine boasts 292 cc. Rider comfort on longer trips is also increased in part to the engine’s low mounting point, which effectively lowers its center of gravity. A flat piston and pent-roof combustion chamber deliver a 11.1:1 compression ratio. The fuel injection system contributes to reliable starting in a wide range of conditions and electric start makes firing up the KLX300 a breeze. Optimized ignition timing and a gear-driven engine balancer also contribute to a smooth engine with an easy to use power delivery, providing maximum rider comfort during long trips. Several updates to the radiator deliver superior cooling efficiency, including the use of dual radiators and slimmer radiator sizing. An innovative radiator fan cover directs hot air down and away from the rider, significantly increasing comfort when stuck in heavy traffic or operating in warm riding conditions. Gear ratios on the new KLX300 facilitate shifting for optimal performance off-road and on. The KLX300 features a honeycomb catalyzer and a secondary air system for clean emissions, along with a spark arrester. CHASSIS & SUSPENSION The KLX300 features a box-and-tubular-section high-tensile steel perimeter frame that creates a slim, lightweight package, which offers maneuverability and excellent handling on- or off-road. A 26.7-degree caster angle and short wheelbase provide quick handling characteristics, while the high rigidity frame ensures a composed ride. The lightweight, highly rigid aluminum D-section swingarm also contributes to low unsprung weight. The 43 mm inverted cartridge-style fork handles the suspension up front and comes with compression damping adjustability. A Uni-Trak® suspension can be found on the rear, which offers excellent road holding ability and bump absorption. A gas-charged shock with preload and rebound damping adjustments allows riders to tailor suspension settings to better suit different riding conditions. BRAKES & WHEELS Front and rear petal disc brakes on the KLX300 offer impressive stopping performance with a twin-piston caliper gripping a 250 mm disc up front and a single-piston caliper gripping the 240 mm disc in the rear. The KLX300 comes fitted with a 21-inch front wheel and 18-inch rear wheel, for plenty of off-road possibilities. Excellent wheel rigidity contributes to light, smooth handling and offers outstanding durability. ERGONOMICS The KLX300 dual-sport motorcycle receives a comfortable handlebar position that puts the rider in a relaxed and upright position to deliver an easy to control ride. Footpegs are also positioned closer to the bike’s centerline for an optimal riding position. Complementing the new KLX300 adventure capabilities is a fine-tuned seat design for added comfort on longer rides and a 35.2-inch seat height for increased stability when stopped. INSTRUMENTS & STYLING The KLX300 features modern off-road styling that is guaranteed to turn heads in the city and off the beaten path. The new sharp front cowl and headlight design give the motorcycle an aggressive touch. Its rugged design includes a mounted off-road style rear fender and sharp taillight that contributes to the motorcycle’s bold theme. Additionally, the KLX300 has a more orthodox, round-shaped mirror. An all-digital instrument panel offers the rider valuable information at a glance. The instrument panel features a digital speedometer, bar-type tachometer, clock, dual trip meters, and a range of warning/indicator lamps. ACCESSORIES A handful of Kawasaki Genuine Accessories (KGA) allow riders to personalize the rugged look of the KLX300 and offer added convenience. Rear carriers are designed to conveniently secure gear on the back of the motorcycle when it’s time to escape for a quick day trip or overnight adventure. The accessory hand guards add an aggressive look while also blocking the wind from the rider’s hands. Handlebar pads are also available for an even stronger off-road look. COLORS The 2021 KLX300 dual-sport is available in the Lime Green and the Fragment Camo Gray colorways. MSRP $5,599 for Lime Green and $5,799 for Fragment Camo Gray 2021 KLX®300SM Supermoto Motorcycle. The all-new 2021 KLX®300SM takes the fun to the streets in full supermoto style. Staying true to its roots, the all-new KLX300SM street-focused lightweight supermoto motorcycle comes ready with all the tools necessary to deliver an exciting riding experience. Smooth power delivery and crisp throttle response helps riders maneuver through stop-and-go city traffic, navigate country back roads or experience the exhilaration of supermoto racing at their local track. The 2021 KLX300SM was developed alongside the KLX®300 dual-sport and features similar DNA, including many shared engine and chassis components. Where the models differ is overall styling and intended use. While the KLX300 dual-sport is equal parts on-road and dirt, the KLX300SM receives a host of supermoto inspired componentry. This includes 17-inch front and rear wheels paired with street tires, supermoto tuned suspension, and aggressive styling. These differences establish the KLX300SM as the ultimate lightweight supermoto. For riders looking for a sporty model that keeps to the streets, the all-new KLX300SM lightweight supermoto is quick to steal the scene with equal parts performance and attitude. This supermoto’s ability to hold a tight line around a corner will have riders smiling in their helmets, whether riding laps around the track or carving through city traffic. 2021 KLX300SM HIGHLIGHTS 17-inch front and rear wheels Powerful fuel-injected 292cc liquid-cooled four-stroke engine Electric start Supermoto tuned long-travel suspension ENGINE The new KLX300SM is powered by a supermoto-inspired 292 cc liquid-cooled DOHC engine with a rewarding spread of power across the rev range. The engine features cam profiles sourced from the KLX®300R off-road model, an electrofusion cylinder and ultra-hard coating in the aluminum cylinder. The result is a crisp throttle response that complements the motorcycle’s rider-friendly low to mid-range and offers improved engine reliability. A lightweight piston, piston pin and connecting rod also contribute to power-producing revs. The engine has low reciprocating weight thanks to the use of a cam lobe for each valve, with shim-under tappet arrangement, which also contributes to better efficiency during high RPM. With a bore and stroke of 78.0 x 61.2 mm, the engine boasts 292 cc. Rider comfort on longer trips is also increased in part to the engine’s low mounting point, which effectively lowers its center of gravity. A flat piston and pent-roof combustion chamber deliver a 11.1:1 compression ratio. The fuel injection system contributes to reliable starting in a wide range of conditions and electric start makes firing up the KLX300SM a breeze. Optimized ignition timing and a gear-driven engine balancer also contribute to a smooth engine with an easy to use power delivery, providing maximum rider comfort during long trips. Several updates to the radiator deliver superior cooling efficiency, including the use of dual radiators and slimmer radiator sizing. An innovative radiator fan cover directs hot air down and away from the rider, significantly increasing comfort when stuck in heavy traffic or riding in warm conditions. Gear ratios on the new KLX300SM facilitate shifting for optimal performance on and off the race track. The KLX300SM features a honeycomb catalyzer and a secondary air system for cleaner emissions, along with a spark arrester. CHASSIS & SUSPENSION The KLX300SM features a box-and-tubular-section high-tensile steel perimeter frame that creates a slim, lightweight package, offering maneuverability and excellent control at the track or on the street. A 26.7-degree caster angle and short wheelbase provide quick handling characteristics, while the high rigidity frame ensures a composed ride. The lightweight, highly rigid aluminum D-section swingarm also contributes to low unsprung weight. The 43 mm inverted cartridge-style fork handles the suspension up front and comes with compression damping adjustability. A Uni-Trak® suspension can be found on the rear, which offers excellent road holding ability and bump absorption. A gas-charged shock with preload and rebound damping adjustments allows riders to tailor suspension settings to better suit different riding conditions. BRAKES & WHEELS Front and rear petal disc brakes on the KLX300SM offer impressive stopping performance with a twin-piston caliper gripping a 300 mm semi-floating disc up front and a single-piston caliper gripping the 240 mm disc in the rear. The KLX300SM comes fitted with 17-inch front and rear wheels, for plenty of fast-paced riding possibilities. Excellent wheel rigidity contributes to light, smooth handling and offers outstanding durability. ERGONOMICS For 2021, the KLX300SM motorcycle receives a narrow handlebar style with comfortable positioning that adds aggressive styling and puts the rider in a relaxed and upright position to deliver an easy to control ride. Footpegs are also positioned closer to the bike’s centerline for an optimal riding position. Complementing the new KLX300SM adventure capabilities is a fine-tuned seat design for added comfort on longer rides and a 33.8-inch seat height for increased stability when stopped. INSTRUMENTS & STYLING The KLX300SM features modern styling that is guaranteed to turn heads in the city and at the track. The new sharp front cowl and headlight design give the bike an aggressive touch. Its rugged design includes a mounted supermoto style rear fender and sharp taillight that contributes to the motorcycle’s bold theme. Additionally, the KLX300SM mirrors have sharp lines contributing to a more modern and aggressive look. An all-digital instrument panel offers the rider valuable information at a glance. The instrument panel features a digital speedometer, bar-type tachometer, clock, dual trip meters, and a range of warning/indicator lamps. ACCESSORIES A handful of Kawasaki Genuine Accessories (KGA) will allow riders to personalize the rugged look of the KLX300SM and offer added convenience. Rear carriers are designed to conveniently secure gear on the back of the motorcycle when it’s time to escape for a quick day trip or overnight adventure. The accessory hand guards add an aggressive look while also blocking the wind from the rider’s hands. Handlebar pads are also available for an even more aggressive look. COLORS The 2021 KLX300SM supermoto model comes in the Lime Green/Ebony and the Oriental Blue/Ebony colorways. MSRP $5,999 The post 2021 Kawasaki KLX 300 And KLX 300SM First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/tmZArCresgcSource

Kawasaki’s much anticipated, and heavily revised, ZX-10R has finally been announced, and it’s bringing along its race-bred sibling in the ZX-10RR, too. Rumors about an updated ZX-10R had been swirling about for some time, and armchair warriors really went crazy once early pictures were released from Australia. Buzz really started swirling last week, when the Kawasaki World Superbike team took part in the championship’s winter test, revealing the 2021 ZX-10RR in full race trim. A dominant force in World Superbike since 2013, the ZX-10R has been nearly unstoppable in the hands of Kawasaki’s lead rider, Jonathan Rea. However, recent threats by Ducati, and even more recently Honda, in the form of the Panigale V4R and CBR1000RR-R Fireblade SP, respectively, have shown that the current ZX-10R was starting to get long in the tooth. If the results of the previously mentioned World Superbike winter test were any indication (Rea set the fastest time), it appears like the new bike is meeting its goals. Is this the machine that will take Jon Rea to the 2021 World Superbike title and extend his record-setting string of championships? So, let’s break down the new ZX-10R and ZX-10RR. There’s a lot to talk about here, so buckle in. This is a long one. ZX-10R Normally we start these First Looks by diving into the engine and working our way out, but this time around we’ll begin by immediately addressing the elephant in the room – the new styling. Specifically, the new nose. Love it or hate it, there’s no denying the new front end is eye-catching. The “reverse slant” design of the nose, gives the rider a clean, uninterrupted line of sight all the way from the top of the taller, longer windscreen to the tip of the nose. The new LED headlights are tucked under the cowl of the slant, hiding them from the rider if they were to look over the windscreen from the saddle. They also weigh a pound less than the halogen lights used before. While internet and social media commenters are up in arms about the admittedly polarizing nose section, they might have missed the fact Kawasaki designers integrated downforce-generating winglets into the cowling. From a performance standpoint, the reshaped ram air opening is smaller than before but its efficiency hasn’t changed thanks to the new cowl shape that’s said to funnel a similar amount of air. What your eyes might not see are the seemingly ubiquitous winglets other bikes are proudly flaunting. This could be the genius in the Kawi design because the new 10R does indeed have downforce-inducing winglets; they’re cleverly integrated into the upper cowling and are part of the 17% increase in downforce. Overall, the new fairing design reduces drag by 7%. Strategic side openings help dissipate engine heat away from the rider’s knees, while the lower cowl is shaped to help direct air to the new oil cooler, which we’ll talk about in more detail below. Aerodynamically, the new ZX-10R is said to cut a cleaner hole through the air. The bars are further forward and lower, the pegs are a little higher, and the rear section of the seat is raised, all in an effort to put the rider in a racier position. However, if this rendering is truly representative, I’m a little disappointed the rider’s elbows are beside his knees and not in front of them. Ergonomically, the ZX-10R is going all-in with the racy edge, with clip-ons that are 10mm farther forward and at a straighter angle. The footpegs, too, are 5mm higher, helping to push the rider’s weight over the front more. The windscreen mentioned earlier is 40mm taller and at a steeper angle, which should add more protection, especially in a tuck. And lastly, the rear portion of the seat is raised, which pushes the rider’s hips and butt higher when in a tuck, all to achieve maximum aero efficiency. Engine Click the image to see it in greater detail. Once you do, you’ll get a better idea what the difference in power is between the ZX-10R and ZX-10RR (which is covered in more detail below). You’ll note the single-R actually makes marginally more power and torque until redline. The double-R revs higher, and thus, makes a little more top-end. A nod to its racing intentions. Now that we’ve addressed the looks, let’s talk about the engine. Unlike the Honda and Ducati mentioned earlier, and their 81 mm cylinder bores, the ZX-10R’s 998cc inline-Four retains the 76.0 mm bore and 55.0 mm stroke it’s always had. The engine uses finger follower valve actuation for a few reasons. Not only is it 20% lighter than tappet-style valve actuation, according to Kawasaki, it also allows for a higher rev limit. The followers themselves get DLC coating for minimal friction against the aggressive, high-lift camshaft, itself made from forged Chromoly billet instead of a casting, saving half a pound. Both intake and exhaust valves are titanium for minimal weight, again helping the engine to spin higher. Interestingly, despite what Kawasaki calls an aggressive camshaft, only single valve springs (with oval cross-sections) are needed to close the valve. Inside the engine, a lightened crankshaft helps it spin easier and the offset cylinders reduce power-robbing side loads on the Teflon-coated piston at the point of combustion. In a nod towards those who wish to upgrade their 10R, the cylinder head provides the clearance to fit the race-kit high-lift cams. Combined with the kit valve springs, the 10R gets even more high-end power. Previously, this option was reserved only for the ZX-10RR. The new air-to-air oil cooler. Note also the exhaust header pipes that Kawasaki says are similar in diameter and length to the race bikes. A new, race-derived, air-to-air oil cooler separates engine coolant from oil. It no longer uses coolant routed from the radiator, to the oil cooler, and back to the engine. The new, independent oil cooler routes oil from the left lower crankcase, to the oil cooler, then returns it to the right side. As global regulations keep getting tighter, the ZX-10R is Euro5 compliant thanks in part to a revised collector pipe in the titanium alloy exhaust. One of the catalyzers also moves further upstream, allowing it to heat up faster for better efficiency and cleaner emissions. The exhaust pre-chamber is then decreased in size, but the silencer itself is about five inches longer which expands the internal volume. Since the size of stock exhausts is usually the first thing people complain about (except, in this case, the polarizing nose might take the top spot on the complaints list…), Kawasaki engineers designed the header pipe length and diameter to closely resemble that of the race bikes. So, if you hate the stock pipe a slip-on replacement should be all you need. On the transmission side, one thing the ZX-10R has been notorious for is its extremely tall first gear. One of the many ways the new 10R is more track-focused is through the use of shorter ratios for the first three gears. A 41-tooth rear sprocket is two teeth larger than the outgoing model. This overall combination of shorter gearing should result in snappier acceleration, which will be especially beneficial on corner exits. Rowing through the gears will be easy thanks to the Kawasaki Quick Shifter allowing clutchless shifts in both directions. Chassis Keeping that power under control is a revised chassis with 2mm more fork offset and an 8mm longer swingarm than before. The net 10mm longer wheelbase should yield better stability, while the reduced trail from the new fork offset should help the new 10R steer and change direction as quickly as before. At the rear, the swingarm pivot was lowered by 1mm. This new geometry moves the front/rear weight balance slightly forward by 0.2%. No, that doesn’t sound like much, but for riders like myself who need confidence in the front end, more forward weight bias is welcome. On the suspension front, Showa’s Balance Free Fork (BFF) may not have the cache as a pair of Öhlins, but the tech inside of them is really quite impressive. By locating the damping valves outside the fork, fluid pressure fluctuations are isolated from the main fork body. Another benefit of moving the compression and rebound valving into separate chambers is it allows the whole surface of the piston to act on the oil. The end result is a more compliant fork. Showa’s Balance Free Fork returns on the ZX-10R, this time with softer springs and tweaks made to the damping circuits. Note also the Brembo M50 caliper and 330mm discs. The BFF front end returns on the latest ZX-10R, this time with a few tweaks. The lower triple clamp is wider than before, and its rigidity has been revised, but the bigger difference is the slightly softer spring inside the fork (21.5 N/mm down to 21.0 N/mm) to give more front end feel. To offset the spring change, the compression damping circuit has been stiffened slightly while the rebound circuit gets a little softer. Interestingly enough, the Balance Free Rear Cushion – Showa’s term for a shock – gets a stiffer spring (from 91 N/mm to 95 N/mm) but softer compression and rebound damping. Stopping power is largely the same as before, with 330 mm discs paired with Brembo’s excellent (albeit superseded) M50 caliper. A Brembo radial-pump master cylinder feeds the fluid. Minor tweaks for the rear brake include different brake pads and relocation of the rear master cylinder further inboard. Electronics What the rider sees. Superbikes are nothing without electronics, and the ZX-10R comes with the standard fare of electronic rider aids we expect in the class. They’re centered, of course, around the five-axis Bosch IMU that calculates the sixth axis (yaw). An IMU is not new for the ZX-10, nor is its ability to allow the traction control to be predictive rather than reactive, but it’s still worth mentioning the system is processing conditions every five milliseconds. Traction control intervention is primarily via ignition retardation before closing the electronic throttle valves. There are six levels of intervention – 1-5 and Off. Interestingly, modes 4 and 5 (most intrusive) have been updated to allow mid-corner throttle inputs without completely upsetting the chassis. It’s also smart enough to detect a power wheelie versus an unintentional wheelie and will let it go. A TFT display gets fitted to the ZX-10R, with a switchable light or dark background. You’ll find a total of seven(!) riding modes: Three preset (Sport, Road, Rain) plus four manual modes the rider can use to set the power, TC, and other parameters to their liking. Even better is the fact the modes can be changed while riding via buttons on the left bar. Returning electronic rider aids include Kawasaki Launch Control, Engine Brake Control, and the Corner Management Function, which uses KIBS and S-KTRC to monitor brake pressure while leaned over to resist the bike standing up mid-corner while trailbraking. Cruise control is now a feature for the first time on a ZX-10, thanks to a new throttle position sensor integrated into the throttle itself eliminating the need for a throttle cable. Lastly, the new ZX-10R gets a major improvement in the gauge display, as there is now full-color TFT instrumentation to display everything the bike is doing in a much clearer fashion than before. Two screen modes are also available; one is suited for street riding, while the other is tailored towards the track. There’s lots to be excited about on the left bar, including buttons to switch the ride modes on the fly, (optional) heated grips, and cruise control! Integrated into the new instrument panel is a Bluetooth chip, which allows the use of Kawasaki’s Rideology app. Considering the 10R’s track-focused nature, one of the more interesting features of the app is the detailed riding log it can keep which tracks vehicle speed, rpm, gear position, throttle position, front brake fluid pressure, acceleration/deceleration, current mileage, and coolant temperature. Kawasaki literature doesn’t specifically say this is a feature that can be used as a form of data acquisition at the racetrack, but it certainly has some similar features. ZX-10RR Being introduced alongside the ZX-10R is the ZX-10RR – an even more track-focused thoroughbred. In many ways, both the 10R and 10RR are very similar. The major differences are found in the engine. For starters, the rev limit is increased 400 rpm to allow the rider to carry a gear a little longer, if necessary, and avoid a shift. This increased rev limit is made possible thanks to the titanium connecting rods that are paired with lightweight pistons, both manufactured by Pankl. With each connecting rod being 102 grams lighter than its single-R counterpart, the double-R crankshaft’s moment of inertia is reduced by 5%. From the saddle, this should result in a more lively, freer-revving engine. Further, compared to the 10R, the RR pistons use one less piston ring, allowing for a 33.7mm shorter piston height, resulting in less mechanical loss due to friction. Titanium con rods, shorter, lighter pistons, and high-lift cams are just a few of the go-fast parts inside the ZX-10RR’s engine. An interesting comparison between the standard ZX-10RR engine and one fitted with the optional Kawasaki race kit parts. While we don’t know the actual numbers, the gains everywhere are impressive, especially the torque bump in the midrange! Since the ZX-10RR is designed for the track and high rpm, it does away with the dual-height intake funnels used on the ZX-10R. Where the 10R stacks are 10-30-30-10mm, respectively, for better mid-range performance, the RR’s funnels have an effective height of 5mm across the board to maximize top-end power. Also, maximizing power is a more aggressive camshaft specific to the RR. Kawasaki says it’s designed for more top-end power, so we can only assume this means it has greater valve lift compared to the R model. This hypothesis is supported by the fact the RR uses machined valve spring retainers due to their greater precision during the manufacturing process – something you want when you’re looking for reliable high-rpm running. On the suspension side, the ZX-10RR uses the same Showa Balance Free Fork and shock as the standard R model, the only difference is adjusted base settings of the clickers to accommodate the other big change – lightweight forged aluminum seven-spoke wheels from Marchesini. They’re wrapped in Pirelli Supercorsa SP tires instead of the Bridgestone RS10 rubber on the standard R. Price Of course, all those upgrades come at a price. Before we get into that, let’s start with the standard ZX-10R. These will start at a very competitive $16,399. The KRT Edition livery bumps the price to $16,699. Opt for ABS but the standard paint scheme and you’re looking at $17,399, while the KRT Edition with ABS will set you back $17,699. If you want the best Kawasaki has to offer in the literbike field, it’s gonna cost you. The ZX-10RR? If you’re serious about your track-focused Ninja, it’s going to cost you $28,999 – a relative bargain considering World Superbike rules cap the price for the homologated production bike at $40,000 which, coincidentally, is the cost of one of its rivals, the Ducati Panigale V4R. Still, that’s a steep jump compared to the standard ZX-10R models and puts it in line with the Honda CBR1000RR-R Fireblade SP ($28,500), Ducati Panigale V4S ($28,695), Yamaha YZF-R1M ($26,099), Aprilia RSV4 Factory 1100 ($25,499), and likely the BMW M1000RR, which BMW hasn’t announced pricing for yet. Once we get the chance to ride the new ZX-10R and ZX-10RR, you’ll find the First Ride review right here. The post 2021 Kawasaki Ninja ZX-10R and ZX-10RR – A Detailed First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/lYTPFY48LkUSource

Last week, I decided the supercharged Kawasaki Ninja H2 Carbon is my favorite motorcycle of all time. This week, that could change with the introduction of Kawasaki’s new sit-up straight naked Special Edition Z H2. If this new Z SE doesn’t have quite the top end horsepower of the full-monte H2 (206 rear-wheel hp on the dyno), it still has plenty, and it also has many other tidbits going for it that might very well make up the difference, including the aforementioned upright naked-bike ergonomics. “A relaxed riding position has been created by a combination of an upright handlebar shape and a seat with an optimized base plate and cushion thickness,” says Kawasaki. “This design provides a high degree of freedom for riding posture and low vibration, allowing for a pleasant and comfortable ride.” And while you’re sat up there all comfortable and pleasant, an all-new active suspension system and upgraded brakes with the latest in Stylema calipers provide further evidence Kawasaki loves you. Notable by its absence on the $33,000 H2 Carbon would be the cruise control button: That glorious labor-saving device is present on the Z H2 SE, along with all the latest electronic jamming devices and, last but not least, a price tag of just $19,700. We ride, you decide. Kawasaki Press Release: November 23, 202 2021 KAWASAKI Z H2 SE MOTORCYCLE SUPERCHARGED SPECIAL EDITION Kawasaki’s flagship model of the Z line of naked motorcycles just got better as the 2021 Z H2 SE adds a smoother ride and more stopping power to the already innovative Z H2 package. While retaining the ultimate combination of outright power and controllability, the new 2021 Kawasaki Z H2 SE comes equipped with Kawasaki Electronic Control Suspension (KECS). The new electronic suspension also features Showa’s Skyhook technology, delivering a smoother ride, which contributes to increased comfort and enjoyment. Complementing the high-tech suspension are premium Brembo front brake components, which add to even greater stopping power and control. The Z H2 SE was developed to deliver supercharged power, a chassis that provides superb maneuverability, daily comfort, and a host of advanced features designed for maximum functionality. The Kawasaki Z H2 SE is a truly unique motorcycle and offers a glimpse of the future. Highlights of the 2021 Z H2 SE NEW Kawasaki Electronic Control Suspension with Skyhook EERA Technology NEW Brembo Stylema Monobloc Brake Calipers and Brembo Front Brake Master Cylinder Powerful 998cc Balanced Supercharged Engine Dog-Ring Transmission Specially Designed, Lightweight Trellis Frame High-Performance Showa Suspension Components Aggressive Sugomi Styling and Minimalist Bodywork LED Lighting All-Digital TFT Color Instrumentation Smartphone Connectivity via RIDEOLOGY THE APP State-of-the-Art Electronics Suspension The 2021 Z H2 SE features KECS, Kawasaki’s semi-active electronic suspension system, which adapts to road and riding conditions in real-time, providing the ideal amount of damping by combining high-level mechanical components with the latest electronic control technology; KECS balances suppleness for daily commuting with firm damping to facilitate more sporty riding. Showa’s Skyhook EERA (Electronically Equipped Ride Adjustment) technology offers an even more composed ride. Damping is adjusted electronically to suit vehicle speed and suspension stroke speed. Deceleration is also taken into account, allowing the pitching that occurs under braking to be managed. Showa’s Skyhook software was carefully fine-tuned by Kawasaki engineers to ensure the Z H2 SE’s sporty riding character remained, delivering a smoother ride as it continually adapts to the road surface in real-time. The Skyhook concept imagines a hook supporting the motorcycle’s sprung weight and modulates the suspension’s damping force to allow the wheels to track the dips and bumps encountered while maintaining the motorcycle’s vertical position with minimal disturbance. In Rain Mode, the Skyhook software reduces pitching, steering remains light, and the machine feels more planted by also taking into account vertical acceleration and pitch rate (each confirmed every 10 ms) when determining the damping force required. The mechanical components are controlled via a solenoid valve with direct (single-stage) actuation. This results in a rapid reaction time of one millisecond, which is much quicker than systems that rely on step-motors or those that use pilot valves (two-stage actuation), which slow the system’s responsiveness. The quick reaction time gives the KECS system a more natural feeling and is ideal for sport riding applications, where real-time reaction to bumps and gaps in the road surface enable superior riding comfort. The built-in stroke sensors on both the fork and rear shock provide real-time stroke speed and position information. The sensor coils provide input to the KECS ECU every millisecond and are complemented by information provided by the IMU (vehicle acceleration/deceleration), the FI ECU (front/rear wheel speed), and the ABS ECU (front brake caliper pressure) every 10 milliseconds. The KECS ECU then directs current to the solenoids to adjust damping as required by the situation. The Z H2 SE uses a sporty 43 mm Showa SFF-CA (cartridge) fork and a high-spec BFRC lite rear shock and base damping character set according to the integrated Riding Mode (Sport, Road, Rain, Rider (manual)) selected. KECS then adjusts to the road surface environment in real-time to provide the ideal damping, taking into account vehicle speed, stroke speed and deceleration. KECS is also monitored by Kawasaki’s advanced IMU-enhanced electronics package joining KTRC, KLCM, and KIBS, KECS as inputs for KCMF (Kawasaki Cornering Management Function) which incorporates multiple engine and chassis systems to facilitate smooth cornering. Brakes & Wheels Also new on the Z H2 SE is a premium spec Brembo front brake package which includes Stylema monobloc calipers and a Brembo front master cylinder and steel-braided lines, offering stronger braking performance and enhanced control. The Stylema calipers are lighter, with smaller external dimensions and have less volume around the pistons and brake pads, enabling a more direct response. The Stylema calipers also cool rapidly, thanks to increased airflow around the brake pads, pistons and an opening that allows air to exit from the central bridge. The lightweight 17” wheels are equipped with Pirelli Diablo Rosso III tires, front and rear. The front tire is a 120/70ZR17 M/C 58W; the rear tire is a 190/55ZR17 M/C 75W. Engine The Z H2 SE motorcycle’s balanced supercharged engine is the product of Kawasaki Group technology, designed in-house not only by the Motorcycle and Engine Company, but also with collaboration from the Aerospace Systems Company, Energy System and Plant Engineering Company, and Corporate Technology Division. Kawasaki created a supercharged engine with high output, yet manageable power delivery. The water-cooled DOHC 4-valve parallel 4-cylinder 998cc supercharged engine of the Z H2 SE is tuned to showcase high-performance throughout the rpm range. Its broad powerband creates optimal low-mid range torque for light handling and all-out supercharged performance on the top end. Smooth acceleration in the low to mid rpm range was achieved by shortening the second reduction ratio and optimizing the valve timing. In the chamberless exhaust system, an increase in the manifold assembly’s tube length further improves the output in the low to mid-rpm range output. Where torque is more apparent, in the low to mid-rpm range, the supercharged engine emphasizes easy-to-handle throttle response and smooth acceleration, while in the high-rpm range as the speed increases, the power from the supercharged engine is brought to the forefront. The Z H2 SE also features a ram air intake. The air duct provides a clean path for air flowing linearly from the ram air intake to the supercharged engine, contributing to higher performance. The street specific Z H2 SE supercharger design and tuning were developed by Kawasaki Heavy Industries, Ltd. (KHI), showcasing the in-house knowledge of forced induction engine performance. The supercharger’s high efficiency and minimal heat gain meant an intercooler was unnecessary, allowing savings in both weight and space. The supercharger is located centrally in the best position to distribute the compressed air to all four cylinders evenly. The supercharger is driven by a planetary gear train, which runs off the crankshaft. The gear train increases the impeller speed up to 9.2x the crank speed (1.15x step gear with an 8x planetary gear). Transmission The Z H2 SE uses a dog-ring transmission that has been developed through feedback from the Kawasaki Racing Team and utilizes optimal gear ratios for street performance. Rather than shifting the gears into place, the gears in this configuration stay in place, with the lightweight dog-rings moving to engage the gears. This design allows the shifting effort to be lighter and shorter for quicker acceleration. Assist & Slipper Clutch Complementing the transmission is an Assist & Slipper clutch, race-inspired technology that offers both a back-torque limiting function as well as a light feel at the lever. The Assist function is noticed by the lighter pull at the clutch lever, helping to reduce rider fatigue, especially in stop and go traffic situations. The Slipper function is noticed when excessive engine braking occurs as a result of quick or accidental downshifts. The slipper cam comes into play, forcing the clutch hub and operating plate apart, which relieves pressure on the clutch plates to reduce back-torque and help prevent the rear tire from hopping and skidding. Chassis A specially designed, lightweight trellis frame delivers both light handling and excellent composure. The chassis offers excellent maneuverability while harnessing the massive supercharged power of the Z H2 SE engine. The compact naked model frame has a high-level of balance between flexibility and toughness so that you can ride on a variety of roads. The high-tensile steel frame utilizes wheelbase and caster angle dimensions that showcase the light, sporty handling unique to the Z H2 SE. By achieving the desired riding position and center of gravity, the frame and suspension of the Z H2 SE performs well across a range of speeds. A double-supported swingarm style was chosen for the Z H2 SE, similar to those found on Kawasaki supersport models. It offers the high rigidity and lightweight construction necessary for high performance. The swingarm mounting plate is located on the back of the engine, enabling it to play the role of a cross member in the frame, contributing to rigidity and weight reduction. Ergonomics A relaxed riding position has been created by a combination of an upright handlebar shape and a seat with an optimized base plate and cushion thickness. This design provides a high degree of freedom for riding posture and low vibration, allowing for a pleasant and comfortable ride. Adding to the Z H2 SE motorcycle’s comfort and strength is a fat-type handlebar and handle switches. Electronics & Rider Aids The strength of Kawasaki’s cutting-edge electronics has always been the highly sophisticated programming that uses minimal hardware to give the ECU an accurate real-time picture of what the chassis is doing and what the rider wants, to best support the rider’s inputs with a natural feel. Using the latest evolution of Kawasaki’s advanced modeling software, including input from a compact Bosch IMU (Inertial Measurement Unit), Kawasaki Cornering Management Function (KCMF) monitors engine and chassis parameters throughout the corner to assist riders in holding their intended line through the corner. The Z H2 SE utilizes the input from multiple sensors to optimize ride quality via the Kawasaki Traction Control (KTRC), Kawasaki Launch Control Mode (KLCM) and the Kawasaki Intelligent Anti-Lock Braking System (KIBS). Electronic Cruise Control The Z H2 SE is equipped with electronic cruise control, which improves overall comfort for those long days on the road. The cruise control system enables riders to set and maintain their desired speed with the simple press of a button. Once activated, the rider does not have to constantly apply the throttle to maintain speed. The cruise control helps to reduce rider fatigue when traveling on open roads, allowing the rider to relax and enjoy cruising, contributing to a high level of riding comfort. KQS (Kawasaki Quick Shifter) The Z H2 SE features a highly reliable contactless-type quick shifter that allows for ultra-quick, full power upshifts and seamless acceleration. The system detects that the shift lever has been actuated and sends a signal to the ECU to cut ignition so that the next gear can be engaged for clutchless shifting. Power Mode Selection Riders can set power delivery to suit conditions and/or preference, choosing from Full, Middle and Low. Middle Power is 75% of Full Power, while Low Power is 50% of Full Power. Styling The styling of the Z series flagship Z H2 SE has been shaped according to the Sugomi design concept and the minimalist bodywork that Kawasaki’s Z series lineup of motorcycles is known for. Sugomi describes the unique aura that radiates from beings possessing compelling presence and unrivaled power. Featuring a low crouching stance and the asymmetry of the air intake duct installed on the left side of the vehicle body, the Z H2 SE intensely and aggressively emphasizes the identity of Sugomi design. Only the air intake duct and the under cowl are asymmetrical; all other design work represents accurate symmetry, giving the Z H2 SE a well-balanced and highly harmonious design. The supercharger housing is visible from the outside thanks to the naked model concept that does not have a cowl covering the motorcycle’s body. Providing a glimpse of the supercharger between the frame makes for a more impressive appearance. The Z H2 SE is equipped with an LED headlight and taillight. The bulbs’ low power consumption and high durability improve maintainability while providing high-light intensity and high illumination with a clean headlight beam spread. The frame-mounted headlamps also influence the styling around the front and create an innovative look that is different from previous naked models. TFT Color Instrumentation The 4.3” all-digital TFT color instrumentation gives the cockpit of the Z H2 SE motorcycle a high-tech, high-grade appearance. The full-color display features TFT (thin-film transistor) technology and delivers a high level of visibility. Display functions include: digital speedometer, gear position indicator, shift indicator, odometer, dual trip meter, fuel gauge, remaining range, current/average fuel consumption, outside temperature, coolant temperature, clock, Economical Riding Indicator, IMU indicator, KIBS indicator, boost pressure and boost temperature. RIDEOLOGY THE APP Kawasaki continues to offer its Z lineup the addition of Bluetooth® Smartphone Connectivity. A chip built into the instrument panel enables riders to connect to their motorcycle wirelessly. Using RIDEOLOGY THE APP*, several instrument functions can be accessed, logged, and reviewed, contributing to an enhanced motorcycling experience. The following information can be viewed: Vehicle Info Check latest status update 2. Riding Log Can be logged in detail and played back for review Route, Distance & Time travelled can be logged for review Riding conditions can be recorded in detail Telephone Notifications Provides a notification on the dash when a call or mail is received by smartphone 4. Tuning General instrument display setting changes can be made on your smartphone Kawasaki Riding Management modes can be set The app can also be used when away from the motorcycle. When riding (with the app ON), the bike and smartphone are always connected and riding log data is being recorded by the app. After the ride is complete, the latest riding information is stored by the app and may be viewed on the smartphone. Any changes made via the app while the engine is off, or while out of range, will be implemented as soon as the ignition is turned on and the smartphone is in range with the app ON. * RIDEOLOGY THE APP is not intended for use during vehicle operation. Only use RIDEOLOGY THE APP when the vehicle is not being operated and it is safe to do so. Colors The 2021 Kawasaki Z H2 SE motorcycle is available in Golden Blazed Green/ Metallic Diablo Black. MSRP $19,700 The post 2021 Kawasaki Z H2 SE First look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/9OXhx90V2akSource

There are a dizzying array of options when it comes to dirtbike tires. From tread patterns, to compounds, to the brands themselves, it’s difficult to decipher what is the best tire. That’s mostly because deciding on the best tire requires a lot of input from the rider themselves. What kind of dirtbike are you riding? What kind of terrain are you riding on? Are you looking for longevity or for the most traction possible just to get through a hard enduro race? These are just a handful of the questions you need to answer for yourself before embarking into the deluge of different off-road tire choices. In an attempt to add some sort of clarity to the situation, here we’ve listed some of the top performers from a number of major tire manufacturers that skew toward the “hard” end of the spectrum. Table of Contents Shinko 505 and 505 Cheater Sedona MX907HP Kenda Parker DT Dunlop MX53 Pirelli Scorpion XC Mid-Hard Bridgestone Battlecross X40 Maxxis Maxxcross SI GoldenTyre GT333 Mitas TERRA FORCE-EF Super MOTOZ Tractionator Enduro S/T Michelin Enduro Shinko 505 and 505 Cheater The 504/505/523 series tires are meant to work well in hard terrain – think of the rocky and/or hardpack terrain found in the western U.S. Shinko offers a vast variety of tires that range from dual-sport DOT-rated knobbies, to flat-track, and full-blown hard enduro compounds. The 505 series is a great choice for hard terrain, and the 505 Hybrid Cheater rear tire, which is available for 18 and 19-inch wheels, is built with a normal moto-style carcass and tread pattern but is made from a softer gummier rubber more akin to a trials tire. This compound gives excellent grip on hard rocky surfaces, but it will be prone to wearing out quicker than the standard 505 compound. Shop Now Sedona MX907HP The MX907HP from Sedona is a beefy tire with a stout carcass made for hardpack terrain. Sedona says, “Its cross-patch tread design provides a larger contact patch that maximizes both in-line and cornering traction.” The siped and dimpled knobs should provide greater traction on hard surfaces and the 4-ply construction should aid with impact absorption and puncture-resistance, the downside to that is an increase in overall weight. This tire is available in 80/100-21 front sizes and a number of 18 and 19-inch rears. Shop Now Kenda Parker DT The Parker DT is a popular choice from Kenda thanks to its long-lasting wear characteristics and robust 6-ply construction. The Parker DT shares the tread pattern of its predecessor, the Carlsbad, but went up in plies for better tear resistance. Kenda says they came to this decision after rigorous testing in Baja. These tires can be run one way for “intermediate” terrain and the other for “hard” terrain making this a versatile option depending where you ride. Users report excellent performance and wear making this a favorite among off-road riders. Shop Now Dunlop MX53 Possibly one of the best known brands in dirtbike rubber, Dunlop has been outfitting entire race series with knobbies for years. The Geomax MX53 is the company’s latest iteration of its competition tire. This tire is available in a wide variety of sizes to fit everything from 10-inch kids bikes, to proper 21 and 18 or 19 inch big bike wheels. The MX line has been known to use a stiff sidewall which provides excellent cornering stability in motocross race situations. Being involved in racing so heavily, Dunlop has also put a time in research and development while gaining tons of data to continue advancing their product. The Dunlop MX line offers great tires for racing, trail riding, and nearly everything in between. The only issue we’ve had in the past with Dunlop tires is longevity hasn’t been on par with other brands. Shop Now Pirelli Scorpion XC Mid-Hard The Pirelli Scorpion XC is a great mid-hard option with a tread pattern said to be derived from motocross and adapted for cross country riding and racing. Only available in 21/18-inch wheel combos, the Scorpion XC is built to handle tough off-road terrain with a robust carcass and thick rear tire blocks, as well as a special compound said to aid in longevity and wear. While the tires do wear quite well without slicing or chunking, they don’t last as long as some might like. Shop Now Bridgestone Battlecross X40 The Bridgestone Battlecross X40 has become a favorite here at MO and with others in our riding circles. The tires offer an exceptionally long life with excellent grip throughout. Designed for rocky hard terrain, the X40 excels with great sidewall compliance and puncture resistance. A fair amount of research has gone into the tread pattern and layout as well. If you find yourself riding a multitude of terrain off-road or even mixing it up with dual-sport use, the X40 will be up to just about any task. MO Tested: Bridgestone Battlecross X40 Review Shop Now Maxxis Maxxcross SI Maxxis has built a reputation for itself in the world of off-road racing by offering exceptional performance and specialized tire offerings for specific uses and terrain. The Maxxcross SI is the company’s soft/intermediate tire for GNCC and WORCS type riding and is said to be perfect for intermediate, loamy, or muddy terrain. This tire has received praise from many users with the only caveat mentioned typically being the lack of longevity compared to some other brands, but often enough, and particularly when racing, the Maxxcross SI is lauded with praise. Shop Now GoldenTyre GT333 GoldenTyre specializes in enduro and hard enduro tires and has outfitted and developed their line with the best in the world providing feedback. Many professional enduro teams from major manufacturers like KTM have used these tires exclusively for enduro championships, which should be a testament to the performance one can expect from the Italian brand. The GT333 rear tire uses a stiff sidewall with a softer crown to help the tire wrap around rocks and other obstacles to gain maximum traction. This intermediate tire has knobs spaced appropriately for maximum contact and self-cleaning capabilities. Shop Now Mitas TERRA FORCE-EF Super Unveiled at the Erzberg Rodeo event in Austria in 2019, the Mitas Terra Force EF Super, marked with a yellow stripe, features a fibrous, durable, long-lasting rubber compound that ensures outstanding grip and very low abrasion even on hard terrain. It resists tearing and cutting and is suited to a wide range of terrains, from soft and intermediate to rocky. Tread pattern knobs are designed to meet specific Fédération Internationale de Motocyclisme (FIM) regulations. With its release at one of the world’s most challenging enduro competitions, it’s clear that Mitas felt its new offering was more than willing and capable to tackle the Iron Giant. Shop Now MOTOZ Tractionator Enduro S/T MOTOZ has garnered a reputation for its adventure tires in the U.S. and the long life they provide under such heavy loads that modern ADV bikes can produce. With this success, the Australian brand has continued to expand its offering in North America to include enduro focused tires such as the Tractionator Enduro S/T. S/T meaning soft-terrain, this tire is designed to maximize traction in mud, loam, and sand with its aggressive tread pattern while also providing excellent wear life. The tire can be run either way with icons on the tire suggesting one way for mud, and the other for sand and loam. The Tractionator Enduro S/T is available in 21/18 and 19-inch combinations. Shop Now Michelin Enduro With Michelin sponsoring one of the greatest enduro champions of all time, Graham Jarvis, it should be safe to assume the company can make a pretty great off-road tire, right? The Michelin Enduro Medium was created at the compound level to excel across a variety of terrain. In both wet and dry conditions, the Enduro provides excellent traction. The Enduro Medium is available in 21 and 18-inch wheel sizes. 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. 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Yamaha has updated the Tracer 900 GT, renaming it the Tracer 9 GT and giving it similar updates to the new MT-09 including the larger 890cc three-cylinder engine, new frame and six-axis IMU. Visually, the Tracer 9 GT looks a little less aggressive than the 900, with a flatter face and a longer fairing. The longer bodywork is matched with a longer, adjustable windscreen, which produces what Yamaha describes as an arrow-shaped silhouette with the reshaped fuel tank cover. The full LED headlights are smaller than on the previous model, and they are supplemented by new LED cornering lights that illuminate based on the IMU-measured lean angle.  The new 890cc displacement was achieved by increasing the piston stroke by 3 mm. Yamaha didn’t provide any performance figures for the U.S.-spec Tracer 9 GT, only touting an increase in low-rpm torque. Yamaha Motor Europe, however, claims a 7% increase in torque output to 68.6 lb-ft. at 7000 rpm and a 4 hp increase to 117 hp at 10,000 rpm. Yamaha Motor USA claims an improvement in engine efficiency, claiming improved fuel economy to 49 mpg. With a full 5.0 gallon fuel tank (0.2 larger than the Tracer 900’s tank), that works out to a range of 245 miles between refills. The Tracer 9 GT is also equipped with an updated assist and slipper clutch and a quick shift for clutchless up and down shifting. The six-axis IMU helps run the Tracer 9 GT’s electronics. In addition to the cornering lighting, the IMU is responsible for governing the lean-sensitive traction control, slide control, front wheel lift control and brake control systems. The IMU also helps control the Tracer 9’s semi-active suspension, adjusting the rebound and compression damping for the fork and rebound damping of the rear shock as needed to suit ride conditions. Other electronic features include four engine modes and cruise control. The brake control system works with the ABS control unit to independently control brake pressure. The system offers two selectable levels of intervention: BC1 is a standard ABS mode that prevents wheel lock-up under hard, straight-line braking, and BC2 which offers more intervention and works while cornering. The dual 298mm front and 245mm rear disc brakes are similar to the 2020 Tracer 900’s, but the new Tracer 9 GT receives an R1-type front brake radial master cylinder from Nissin that claims a more linear brake feel. The Yamaha Tracer 9 GT claims a wet weight of 485 pounds, not including side cases. That’s an 11-pound increase over the 2020 Tracer 900, though some of that is from a slightly larger fuel tank. Along with the new engine comes a new aluminum frame, which differs slightly from the frame on the updated MT-09. For the Tracer 9, Yamaha used thicker engine mounts to better handle the added stress of carrying the standard hard cases and a passenger. The steel rear subframe is also new, with Yamaha claiming improved straight line stability and cornering ability. The new subframe also reduced the adjustable seat’s height to 31.9 inches or 32.5 inches from the previous 33.5 inches or 34.1 inches. Yamaha says the new hard cases can each fit a full-face helmet. The cases attach to the subframe via a fully floating carrier system that Yamaha says will absorb any wind or surface-induced chatter. The shorter saddle height plus the choice of two heights help to accommodate different riders, as do the Tracer 9’s adjustable handlebars and foot pegs. The footpeg mounts can be raised 14mm higher and 4 mm rearward. The handlebars clamps can be rotated 10mm forward, which moves the bar position 9mm forward and 4mm higher. For improved comfort in cooler weather, the Tracer 9 GT comes standard with heated grips. The Tracer 9 comes with not one but two 3.5-inch full color TFT screens. The left screen displays a bar-type tachometer, fuel gauge, mileage indicator, and a gear indicator. The right screen can be configured to show other additional information. The setup looks a little odd, especially with the gap between the screens. It certainly looks less elegant than the large 10.25-inch Bosch display BMW recently introduced on the 2021 R150RT. The 2021 Yamaha Tracer 9 GT will arrive in showrooms in March with a choice of Liquid Metal or Redline colors. U.S. pricing is set at $14,899, which is a substantial increase from the 2020 Tracer 900 GT’s $12,999 MSRP. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Yamaha Tracer 9 GT First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/zhjdwC_2_mwSource

If you’re more into riding than Christmas shopping or if you don’t want to risk contracting COVID-19 at your local Big Box store, don’t worry: you won’t miss some of the best Black Friday motorcycle deals out there! We’ll be collecting some of the best deals for motorcycle gear over this week. What is Black Friday? “Black Friday” is the unofficial start to the holiday shopping season. It falls on the day after US Thanksgiving, which is the fourth Thursday of November. Though not an actual holiday, a lot of people take both Thursday and Friday off for a four-day weekend. That’s one reason why retailers have jumped on Black Friday, with big sales for people taking the day off to go shopping for holiday gifts. The result is one of the busiest shopping days of the year. For 2020, Black Friday falls on Nov. 27, with many retailers timing their sales for the stroke of midnight. Others, like Revzilla, are getting a head start with deals available now. So, we thought we’d point you in the direction now to get those presents going to your loved ones (or yourself) ASAP. Check back every day for our latest updates Table of Contents Bell Qualifier DLX MIPS Illusion Helmet – 36% Savings First Manufacturing Nemesis Jacket – 25% Discount Nelson Rigg Commuter Backpack – 50% Off Reax Jackson Leather Jacket – 42% Savings TCX Street Ace Waterproof Shoes – 25% Off Bell Qualifier DLX MIPS Illusion Helmet – 36% Savings The list of premium features found in the Bell Qualifier DLX MIPS Illusion Helmet is insane. First, you get the protection of the MIPS Multi-Directional Impact Protection System for dramatically improved rotational impact energy displacement. That’s a mouthful, but it’s good news for your head. Add to that the lightweight polycarbonate shell with an adjustable ventilation system and an aerodynamic shape to cut through the air while keeping you cool. The chin curtain and wind collar reduce noise out on the open road. The moisture-wicking liner is removable for washing. Integrated speaker pockets allow you to fit your favorite communication system. Finally, this wallet-friendly helmet comes with a free ProTint photochromatic face shield that will adjust to all lighting conditions. Available colors for this intermediate-oval helmet are matte black/blue/white, matte black/green, and matte black/silver/white in sizes XS-3XL. Shop Now First Manufacturing Nemesis Jacket – 25% Discount In the Nemesis, First MFG delivers a classically-styled leather jacket with all the fixin’s. The cut is American-sized – as in generous – and the exterior is diamond cowhide. The Mandarin collar fits closely to your neck, while the front and rear zippered vents keep you cool at speed. CE-1 armor is an option. The included thermal liner features full sleeves and zips into place for cool nighttime rides home. Large stretch panels on the sides help the Nemesis flex as you move around on the bike. Shop Now Nelson Rigg Commuter Backpack – 50% Off The Nelson Rigg CL-1060-BP Backpack will help you carry 16 liters of cargo comfortably on your back with the added security of adjustable chest and waist straps. The straps are padded for comfort. Padded foam and mesh back panel aids in airflow for cooler rides. The internal laptop compartment will fit most 17-inch laptops, and there is also a tablet sleeve. If you like to travel in hot weather, the pocket for the optional 1-liter hydration bladder will come in handy, or you can use the elastic closed lower side pockets to hold water bottles. Constructed of sturdy ballistic nylon with reflective piping. Shop Now Reax Jackson Leather Jacket – 42% Savings If you’re a 2XL-3XL-sized rider who likes matte buffalo leather with muted sport styling, this could be a deal for you. Aggressively styled in biker black, this 1.2mm-1.4mm-thick leather jacket comes with SAS-TEC CE Level 2 elbow and shoulder armor and an optional back protector. The double-reinforced shoulders and elbows look the sporting part, while the body of the jacket is perforated for cooling airflow in warm weather. Should you get caught out in the rain, a waterproof phone pocket makes sure you can stay in touch out on the road. Zippered cuffs keep the fit sleek, and the articulated sleeves are comfortable in a riding position. Stretch panels add to the fit. Adjustable waist and subtle reflective highlights. Shop Now TCX Street Ace Waterproof Shoes – 25% Off Like sneaker look but don’t want to give up the motorcyclist protection? The TCX Street Ace Shoes are for you. The casual appearance belies the protection hidden below the surface. First, they’re waterproof, which is good both on and off the bike. Under the leather skin, you’ll find heel and toe counters as well as both medial and lateral malleolus ankle inserts. The fit is exactly what you’d expect with a lace closure. Available in black, grey, grey natural, and Dakar brown in sizes Euro 36-47. Shop Now The post Best Black Friday Motorcycle Deals Available Now appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/ANW7m2AzHEwSource

Updated November 2020 If you’ve been paying attention at all, you know that the number of women involved in our favorite two-wheeled sport is growing rapidly. Back in 2018, the MIC (Motorcycle Industry Council) released statistics noting that female ridership was up to 19%. And the curve hasn’t changed since then. Naturally, being fans of protective gear, we wanted to sure that women are aware of all the high-quality motorcycle gear available for their gender. So, for your perusal, we offer a list of Best Women’s Motorcycle Jackets – just in time for the holidays. Table of Contents Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible Alpinestars Women's Stella T-GP Plus R v2 Air Dainese Laguna Seca 3 D-Dry Women's Street Motorcycle Jacket First MFG Co. Biker Women's Leather Motorcycle Jacket Joe Rocket Ladies Classic ’92 Jacket Rev’It Ignition 3 Ladies Jacket Spidi 4Season H2Out Lady Jacket Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible This Alpinestars three-season jacket has all the features you’d want for your longest rides – plus the protection of the optional Tech-Air system. Shaped to fit the female form, the Andes offers a fully waterproof construction which has the Drystar membrane bonded to the tough, abrasion-resistant exterior textile. The Zippers are waterproof as are the front cargo pockets. Impact protection comes from the CE-armor in the elbows and shoulder, and the Tech-Air Street Airbag system can be installed for increased protection. The jacket also includes ventilation and a quilted liner to increase rider comfort in a variety of riding conditions. An internal zippered waist fastener facilitates the attachment of Alpinestars textile pants. The Alpinestars Stella Andes Pro Drystar Jacket Tech-Air Compatible Jacket retails for $550 and can be purchased at Amazon.com. Shop Now Alpinestars Women's Stella T-GP Plus R v2 Air Extended mesh paneling and a full mesh liner makes the Stella T-GP Plus R Air V2 Jacket ideal for summer riding. Optimized for a women’s sport riding fit, this jacket is constructed from a highly durable and abrasion-resistant poly-fabric main shell featuring light, class-leading protection. The Stella T-GP Plus R Air V2 Jacket is constructed for an optimized women’s fit from a highly durable and abrasion-resistant 450/600 Denier poly-fabric main shell for water resistance and long-lasting performance. Extended mesh panels on the torso and arms provide substantial airflow when riding for superior comfort in warmer weather conditions. Full mesh lining boosts the garment’s all-round airflow capabilities and breathability. Lightweight CE certified elbow and shoulder protectors grant the jacket a sleek fit yet provide class-leading impact protection. Back pad compartments (CE certified Nucleon back protector available as accessory). Shop Now Dainese Laguna Seca 3 D-Dry Women's Street Motorcycle Jacket The Dainese Laguna Seca 3 D-Dry Women’s Street Motorcycle Jacket has you covered with removable composite protectors certified to EN 1621.1, which are standard on elbows and shoulders. Pocket allows forthe optional G1 back protector (not included). Abrasion-resistant and waterproof Cordura fabric D-Dry membrane protect you from the elements, while waterproof 20,000mm Air inlets on sleeves and back help keep you cool on hot days. A removable thermal liner extends the jackt’s seasonal usability. Jacket-to-pants fastening system turn compatible pants into a full riding suit. Look to Amazon.com for this jacket, currently priced at $280/ Shop Now First MFG Co. Biker Women's Leather Motorcycle Jacket A member of First MFG’s premium line, women’s Biker leather jacket that will have you feeling and looking good while riding. With a center zipper style with a stand up collar, single snap shoulder epaulette, quilted panel detail on each shoulder, & a quilted kidney belt detail, the Biker jacket has all the functional features you’re looking for in a riding jacket. Additionally, it has a zip-out thermal liner and pockets for optional Armour inserts. It has two outside side zippered pockets with studded detail, two nicely located inner pockets, and zippers on each sleeve for convenience. The pockets on the biker are designed for convenience. They are easy to use and locate with a zipper option available, for protection. The biker motorcycle jacket was designed to give you the ultimate riding experience while being built to last. It will deliver everything you’ve come to expect from a leather motorcycle jacket. Shop Now Joe Rocket Ladies Classic ’92 Jacket The Joe Rocket Ladies Classic ’92 Jacket hits the right styling cues for a street-reasonable price. Constructed of 1.0-1.2 mm drum-dyed cowhide and tailored to fit in a relaxed feminine manner, the jacket offers a zip-in quilted liner and five interior pockets. The neoprene-lined collar ensures comfort when it is snapped closed. Optional armor fits the pockets in shoulders, elbows, and back. Color options are Black/White and Brown/Cream. The Joe Rocket Ladies Classic ’92 Jacket is available from Amazon.com for $270-$288. Shop Now Rev’It Ignition 3 Ladies Jacket Riders who live in warmer climates will want to take a look at the Rev’It Ignition 3 Ladies Jacket. Constructed of 600 denier polyester in high abrasion areas and Dynax mesh in the chest and back for maximum airflow, the Ignition 3 also features Monaco Performance Cowhide. This combination of form and function in Ignition 3 has made it a popular model. Impact protection comes courtesy of the Level 2 CE armor in the elbows and shoulders, and a pocket in the back will accept Rev’It’s Seesoft CE-level 2 back protector insert Type RV. This jacket functions as a 3-season item even with its ample venting. A detachable waterproof Hydratex liner and a detachable thermal body warmer are also included with the jacket. Matching pants are available. Available only in Black, the Rev’It Ignition 3 Ladies Jacket retails for $540 and can be purchased from Revzilla. Shop Now Spidi 4Season H2Out Lady Jacket One of the most versatile touring jackets we’ve ever used is available for women, too. The Spidi 4Season H2Out Lady Jacket takes all of the features we loved about the men’s jacket and adjusted them to fit the female form. The layered system allows the rider to wear only the features she needs at a given time, with the waterproof and insulating liners separately removable. The venting is impressive for a touring suit. The exterior shell provides abrasion resistance while CE-approved armor takes care of the elbows and shoulders. Optional chest and back protectors are available. The jacket zips to a matching pair of pants ($400) to form a complete suit for the long haul. The Spidi 4Season H2Out Lady Jacket is available in sizes XS-3XL in four colorways: Black/Grey, Black, Black/Grey/Fluorescent Yellow, and BlackGrey/Fuchsia. The retail price is $550 and can be purchased from Revzilla. 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. The post Best Women’s Motorcycle Jackets appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/qcMz-be9FygSource

Triumph has announced its latest addition to the Tiger family: the 2021 Triumph Tiger 850 Sport. As the aluminum cast 19/17-inch wheel combo would suggest, the 850 Sport is a more road-focused version of the adventurous Triple, aimed at newer riders and/or simply riders who don’t feel the need for all of the fancy tech and high-performance bits and bobbles found on the other Tiger trims (and the associated cost). What caused Triumph to discard its previous base model Tiger 900 for this new “850”? I’ll let the folks in Hinckley tell you for themselves: “We have identified that there is a significant customer base who are looking for a manageable and accessible option, where the price, package of specification, and performance all play a key part in their decision-making. An example of this customer segment can be seen with the sales of the two different performance/specification options available with the BMW F750 GS and the F850 GS, where the F750 GS is potentially purchased in preference to the F850 GS for its more manageable set-up and performance, as well as its comparatively more accessible price. This could be the case for people who are buying their first big bike or adventure bike, where the appeal of maximum power and specification is not their main motivation.” If that doesn’t tell you who the Brits are gunning for, I can’t help you. Triumph is clearly acknowledging the success BMW has had offering two similar models aimed at entirely different riders. The Tiger 850 Sport follows suit in that regard with an electronically detuned engine that is otherwise mechanically the same as the powerplant found in the Tiger 900s. For European riders, the new “850” will meet A2 licensing requirements making it available to a larger audience of interested parties. Triumph says the new model will make 83.8 hp at 8500 rpm with 60.5 lb-ft of torque at 6500. That’s down from Hickley’s claim of 93.9 hp at 8750 and 64 lb-ft of torque at 7250 for the other Tigers. For reference, when we last had the Tiger 900 Rally Pro on the dyno it made 84 rear-wheel hp at 8900 rpm and 57.1 lb-ft of torque at 6300. LED lighting is used throughout the Tiger 850 Sport. The price of the Tiger 850 Sport will be just over $500 less than the outgoing base model with a U.S. MSRP of $11,995. For an in depth look at the Tiger range, check out my First Ride review from last February. A quick recap of some of the things we’re happy to see still on the 850 Sport include the five-inch TFT display, Marzocchi suspension, and Brembo Stylema calipers. ABS cannot be disabled and is not lean sensitive, while traction control can be adjusted with the two included ride modes (Road and Rain) or disabled entirely. Stylistically, the 850 looks nearly identical to the rest of the Tiger lineup – mostly because it is – however, the Sport receives two new color options: Graphite and Diablo red or Graphite and Caspian blue. The 850 Sport will also come with Triumph’s two-year unlimited mile warranty and service intervals of 10,000 miles. Expect to see this new model hitting dealership showrooms in late January 2021. After testing the Tiger Rally Pro and GT Pro model in Morocco as well as spending some time on the Rally Pro here at home in California, we’re sure this latest addition to the streak will be an equally great motorcycle. Having the same “bones” as the previous 900s, the Triumph Tiger 850 Sport seems poised to be just that. 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 84 hp at 8,500 rpm (claimed) Maximum Torque 60.5 lb-ft. at 6,500 rpm (claimed) 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 423 lbs (claimed) Fuel Tank Capacity 5.28 gallons The post Everything You Want to Know About the 2021 Triumph Tiger 850 Sport (Except What It’s Like to Ride) appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Bspa7LEZ278Source

Harley-Davidson‘s electric bicycle sub-brand Serial 1 has revealed its initial line-up of four electric bicycles. The debut line-up of pedal-assist ebikes range in price from $3,399 to $4,999 and will initially launch in the U.S. and Germany. Serial 1 is accepting pre-orders now, with deliveries expected to begin in March 2021. The launch line-up includes the “urban playbike” MOSH/CTY and the RUSH/CTY commuter bike which will be offered in regular and step-thru frame designs plus a higher performance RUSH/CTY SPEED version. All four models share similar components including integrated lighting, hydraulic disc brakes, a belt drive, and a Brose S Mag electric motor. The motor claims 250W of continuous power and 66 lb-ft. of torque, which should be more than enough to help climb steep hills and enable quick starts from a stop.The motor is mounted near the crank for a lower center of gravity. An electronic torque sensor measures the amount of pressure applied to the pedals and calculates how much assistance is required. The motor offers four ride modes: Eco for gentle assistance, Tour for maximizing battery usage, Sport for for higher performance and Boost for countering steep hills or strong headwinds. There’s also a walk assist function to make it easier to push the ebikes while on foot. For the MOSH/CTY, RUSH/CTY and RUSH/CTY STEP-THRU models, the motor is limited to a maximum assistance speed of 20 mph while the RUSH/CTY SPEED bumps that up to 28 mph. All four models have aluminum frames with internally-routed cables. The motors are powered by lithium-ion batteries integrated into the lower frame that can be removed for off-the-bike charging. The battery comes in two sizes, a 529 Wh pack that claims a 2.6-hour charge time and a 706 Wh pack claiming a charge time of 3.5 hours. The three RUSH/CTY models come with a 1.5-inch TFT display that shows ride mode, current speed, odometer/trip meter, battery charge level and lamp on/off status. Harley-Davidson announced the Serial 1 sub-brand during its previous quarterly report in late October. The project began as a skunkworks project in the company’s product development center before being spun off into its own brand named after Harley-Davidson’s first motorcycle, nicknamed the “Serial Number One.” Serial 1’s e-bicycles are designed in Milwaukee, but the company itself is headquartered in Lehi, Utah, which means it has some autonomy from the parent company. The company is a bit cagey about where the bikes are produced, however, saying they will be manufactured by “an experienced global eBicycle supplier” conducted to “world-class standards with oversight by Serial 1.” The Motor Company has dabbled in bicycles before, launching a line of bikes in 1917 in hopes of attracting women and youths. That venture only lasted until 1923, however, due to low sales. Fast forward a century to today, and Harley-Davidson joins a number of other manufacturers producing e-bicycles. We’ve previously published a review of Yamaha’s pedal-assist bicycles, while Triumph revealed its Trekker GT e-bicycle earlier this year. Meanwhile, Pierer Mobility recently acquired German bicycle manufacturer R Raymon with plans to produce e-bicycles under its Husqvarna and Gas Gas brands. Serial 1 MOSH/CTY – $3,399 The MOSH/CTY is a designed for urban recreational riding rather than commuting. As such, it is a single-speed bike with the smaller 529 Wh battery, with Serial 1 claiming a range of 35-105 miles. It also lacks the 1.5-inch TFT display offered on the other models. The MOSH/CTY is available in four frame sizes: small, medium, large and extra-large. The large model claims a weight of 48.3 pounds. The Serial 1 MOSH/CTY will be offered in Matte Black/Glossy Rowdy Blue or Matte Black/Gloss Midnight Black. Serial 1 RUSH/CTY – $4,499 The RUSH/CTY is a commuter model and comes with integrated front and rear racks, a 706 Wh battery and an Enviolo Automatiq electronically-controlled constantly variable transmission (CVT). The RUSH/CTY is available in four frame sizes, with the large frame claiming a weight of 59.0 pounds. Serial 1 claims a range of 35 to 115 miles. The Serial 1 offers the RUSH/CTY in Matte Vapor Silver/Gloss Burst Orange/Matte Black or Gloss Midnight Black/Matte Black. Serial 1 RUSH/CTY STEP-THRU – $4,399 The RUSH/CTY STEP-THRU is similar to the regular RUSH/CTY model but, obviously, with a step-through frame which makes it easier for riders to mount or put their feet down at a stop. The STEP-THRU is only offered in small, medium and large sizes, but disappointingly a 529 Wh battery. The smaller battery may be to help reduce weight, as the step-through frame is heavier than the regular frame, with Serial 1 claiming a weight of 59.5 pounds for the medium size. The heavier weight and smaller battery mean the STEP-THRU model only offers a range of 30 to 90 miles. Serial 1 offers the RUSH/CTY STEP-THRU in Gloss White/Gilded Denim/Matte Black or Gloss Midnight Black/Matte Black. Serial 1 RUSH/CTY SPEED – $4,999 The RUSH/CTY SPEED is similar to the RUSH/CTY but with a maximum assistance speed 28 mph. The claimed weight of 59.0 pounds for the large frame is the same as the regular RUSH/CTY, and the claimed range of 35 to 115 miles is likewise similar. The color options for the RUSH/CTY SPEED are Matte Vapor Silver/Gloss Burst Orange/Matte Black and Gloss Midnight Black/Matte Black. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Harley-Davidson Reveals Serial 1 Electric Bicycle Models appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/UfMkFEIcFD4Source

Well, this is too easy. The best time to buy a motorcycle is after your ship comes in, ie., when you become wealthy. As one of our favorite bucks-up bike fanatic/collectors said when asked what’s the best time to buy: “I never gave it any thought.” When you don’t have to think about it is always a good time to buy a new motorcycle. And even if you do have to think about it, bikes are still cheap compared to most of the finer things in life, so anytime is still a good time. “Whenever you feel like it,” says our friend Michael, who appears to be running out of storage. For those of us not born to the manor, for whom money is a consideration, the question becomes slightly more complicated. If you’re fortunate enough to live where there’s not a serious winter, fall is a great time to buy. You can still ride most days, but even in sunny California, the days get short, the nights grow cold, and bike sales slow. Buying in the fall doesn’t necessarily mean you’ll get a fantastic deal on the bike of your dreams, though. Depending on the seller’s sophistication and bottom line, he knows as well as you his bike will be worth more in the springtime, when the sap, estrogen, temperature, and testosterone are all rising. “Yesterday,” says our friend Trevor from Victoria, BC, who just picked up a new Suzuki GSX-S1000F in spite of rain being in the forecast for the foreseeable future on Canada’s southwest coast. One friend in New Jersey, where they definitely have seasons, advises buy in the spring, sell in the fall. That’s when most people naturally procure their motorcycles. But others will point out that spring is also when you’ll have less selection due to more competition, and will pay the most. Big deal. As another friend accurately points out, delayed gratification sucks. Who wants to be staring at a new motorcycle all winter waiting for the snow to melt? “When your wife will let you,” says Reg. If relationship stress is a problem, you’ll definitely need to consider your partner’s wishes. My advice for all couples is separate bank accounts. I might still be married if I hadn’t badly needed that Husqvarna TE250 back in, ahhhh, 2006, and I never even had the decency to thank it. In short, there may not be a best time to buy a motorcycle. It really depends more on the motorcycle you want than the calendar. If you must have the latest model the motopress just raved about, you might need to put down a deposit ASAP to secure one when it arrives at your dealer months later, and you will pay for the privilege of being first. In the case of a few recent bikes we can recall, you also had to pre-order in addition to putting down a large deposit. At least it hasn’t reached the point of some new cars, like when potential buyers had to make a grovelling video to get Ford to sell them a GT40. I’ll just keep my `95 Ranger thanks! Speaking of special vehicles, if you have your heart set on a certain pre-owned motorcycle, the time to buy is when the perfect one appears and you have the money. As the years roll by, fewer and fewer perfect examples come to market, and prices on those special machines tend to go in one direction: Up. We know a collector who’s given up on adding an RC30 to his collection for now for that reason. Luckily, this collector has other nice bikes to take away the pain of not having an RC30. If you’re more open-minded and just want a great deal on a new bike, the dead of winter probably is the time to strike. Most dealers close out their fiscal year on December 31, and any unsold last year’s motorcycles sitting on the floor then – right after the Christmas buying binge – are likely to be nicely discounted. Also, when there’s a new model on the way, like the new 2021 Ducati Multistrada V4 we keep writing about, Brian Catterson up at MotoCorsa in Portland, Oregon, says he will make you a great deal on a 2019 Multistrada. The internet has turned the when-to-buy decision as upside down as it’s turned everything else. Even if you live in a warm climate, you can still take advantage of the winter doldrums in other parts of the country. If you find the bike you want in the frozen north, lots of dealers seem to be interested in making you a deal that includes free shipping – and even if you pay for the shipping, it shouldn’t be much more than about $500 anywhere within the US. Apparently, during a pandemic seems to also be a good time to buy. Word from the Motorcycle Industry Council this morning is that this quarter’s year-to-date sales of new motorcycles and scooters through September increased 10.2 percent compared to the same period last year. And if you’re planning to finance that new motorcycle using Other Peoples’ Money, during a pandemic and in the middle of a period of record-low interest rates is also an ideal time to buy. Does anybody need to be told to check the internet for special deals? A quick spin around the www reveals Suzuki offering 1.9% financing (you’ll need great credit of course), and don’t be turned off by the $13,495 price tag hanging on the Katana at Suzuki’s corporate website. Those lovelies are all over the www for $9000. Let Mr. Suzuki’s pain be your gain. Elsewhere, the holiday/end of year timeframe is when nearly all the OEMs are offering low-interest financing. Pretty much right now is as good a time as any to buy, and go ahead and feel some gratitude if you’re in a position to buy a shiny new or new-to-you motorcycle when so many others are hurting. If you dread taking on a few years of payments, realize that the sooner you make the first one, the sooner you’ll also make the last one. Since none of us are getting any younger, you must also factor the Lost Opportunity for Fun into the equation. The sooner you start riding, the longer you’ll get to. Finally, realize that being a motorcycle person has already excluded you from the pool of rational human beings as far as the rest of the world is concerned anyway. No one’s expecting you to be reasonable. You may as well run with that. Good luck. The post When is the Best Time to Buy a Motorcycle? appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Bb8iaRfxRmsSource