Peon Maface

Without a doubt, the 2021 Aprilia RS660 was the motorcycle I most anticipated riding this year, thanks in no small part because I first saw the bike in person over a year ago and salivated over the chance to ride it ever since.  No, it’s not a Ducati Superleggera or Honda CBR1000RR-R Fireblade SP, but between the three, this is probably the motorcycle I’d actually own. Why? Because despite the huge grins the Ducati and Honda put on my face, I can’t help but feel like I’m only tapping into a fraction of the performance they have to offer. With the RS660, I feel like a much bigger hero riding it to its limits instead of mine. It’s the same reason so many people, myself included, get started on bikes like the Suzuki SV650 – then decide there’s no reason to move up. The SV650 reference was no coincidence, as the RS660 is coming for the middleweight Twins mantle the Suzuki has arguably held the crown to for the past 20 years. Aprilia wants us to think of it as the bridge between full-fledged 600cc four-cylinder supersports and 650cc-ish Twins; a streetable sportybike you could ride to the racetrack, do a trackday on, then ride home. Not that you should. But you could. If you haven’t already, go check out my First Ride review of the new Aprilia. There you can find more details about the 660 platform (the RS660 is just the first in a series of future models) and what it’s meant to do. While the 659cc parallel-Twin engine is heavily influenced by the RSV4 with the rear bank of cylinders lobbed off, the 270-degree firing order gives it unmistakable character and the loads of electronic rider aids rival those you’d see on Aprilia’s own RSV4. But how does the package all work together? By now you’ve probably already read several written reviews, including mine, that answers this exact question. If you haven’t, then I suggest watching the video and I’ll tell you exactly what I think about it. The post 2021 Aprilia RS660 First Ride Review – Video appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Ki_jWQsKn-gSource

Once upon a time, many generations ago, motorcycle tires were in limited supply. You wanted them black, round, and capable of holding air. Well, the technology has changed to the point that there is no universal best motorcycle tire. Rather, the motorcycle tire industry developed the capability to create carcasses and tread compounds to handle very specific conditions. Hence, we have the fragmentation of the motorcycle tire market. Let’s take a look at the differing categories, but if you want to jump straight ahead to your type of motorcycle, click on the link at the top of each section. Best Cruiser Tires Cruisers are long, low, and heavy and need tires that can handle that weight. Naturally, cruising riders value stability and are not looking for lightning-quick turn in. Instead, they’re looking to harness the low-end torque off the line – frequently from a large, wide swath of rubber. Although cruising riders hate to get their shiny bikes dirty, wet road grip is extremely important. The look of the tread is extremely important to cruiser owners, too. It needs to look tough, wear like steel, and help out the often travel-limited rear suspension in absorbing bumps. Finally, no class of motorcycles has a wider variety of sizes. How does a 27-inch front wheel sound? Or how about pairing a 300-series rear tire with one of those huge fronts? Click here to find some of the best cruiser tires. Best Motorcycle Touring Tires Touring tires often have to handle big, heavy (well-packed) motorcycles over the long haul with two adults along for the ride. Then add in high speeds straight up and down on the interstate for hundreds of miles without stopping. Oh, and these riders typically don’t let rain slow them down, either. As if that weren’t enough, touring bikes like the Honda Gold Wing Tour and the BMW K1600GTL have pretty remarkable cornering abilities. Sounds like a challenging type of tire to us, but the tire manufacturers have delivered tires that resist wear while still providing tons of grip. Along the way, they don’t interact with rain grooves. Learn more about the best touring tires here. Sport Touring Tires Sport-touring riders make tremendous demands from their tires. First, they want them to handle like a sport tire, with quick steering and high amounts of grip. Then they insist that the tires be capable of surviving long stints of interstate cruising without squaring off. Additionally, like touring tires, sport-touring tires need to provide exceptional rain handling. Because of their near-universal capabilities, sport-touring tires also make a great choice for daily riders who rack up the urban mileage but still like to get out of town on the weekends. Sport-touring tires are probably the most commonly bought tires by street bike riders. To make your decision easier, we’ve outlined a selection of the best sport-touring tires here. Best Sportbike Tires The current generation of sportbike tires brings cornering performance that would have been expected from racing rubber not too long ago. A sportbike tire needs to be able to handle the output of 200-hp hypersports while still warming up quickly to give street riders the cornering grip they crave. Additionally, quick steering is a hallmark of sport riding, and sportbike tires frequently get used on track days where riders expect grip at maximum lean while still providing stability under high-speed acceleration and deceleration. While they clearly favor grip over longevity, sportbike tires have made great strides in recent years as far as getting useful street mileage out of a set. If you live for the canyons and the track, these are the tires for you. Find what we think are the best sportbike tires here. Best Adventure Tire Buyer’s Guide With adventure bikes growing in popularity, adventure tires have been undergoing a bit of a renaissance in recent years. The jobs that owners of adventure bikes expect them to handle vary widely, and the types of tires, naturally, fall into two subcategories. Many adventure bikes never turn a wheel off of pavement – save for maybe the occasional trip down a dirt road to a campground. That’s okay, the tire manufacturers have these riders covered with tires which have compounds closely resembling their sport-touring counterparts but, in this case, they are mated to a blockier tread design for fire road use. Then there are the hardy souls who take their fully-loaded, 800-pound adventure bike out to the middle of nowhere, following single track. These bikes are supported by tires that look more like straight-up dirt tires than street tires, think the famed Continental TKC80. Click here to learn more about the best adventure motorcycle tires. Best Dirtbike Tires While we don’t have a specific buyer’s guide for dirtbike tires (yet), people who like to do it in the dirt know that off-road surfaces come in a variety of forms, from sand and rock, to loam and slop. Consequently, the tire manufacturers have created tires with characteristics designed to acquaint them to a specific kind of terra. Here you’ll find different carcass constructions, tire compounds, and knob configurations. While there are only a few wheel sizes for most full-sized dirtbikes, the differences in use and terrain make for a dizzying amount of options for those in the market. The post Best Motorcycle Tires appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/AqnY5Alr5k0Source

Updated November, 2020 Touring connotes long days in the saddle, and that means long days with your head inside your helmet. Fit, then, is going to be of utmost importance when it comes to selecting a touring helmet. A helmet that gives you a hot spot might not be a huge deal when you’re only wearing it for 45 minutes. Over the course of days, though, like an annoying travel companion, an ill-fitting helmet will grow to be a thing you loathe. Traveling to a brick and mortar store to try helmets on is the best thing you can do, and if that’s not possible then finding an online retailer with a generous return policy is the next best way to go. When you try a helmet on, keep it on for a while too. Minor annoyances that grow large over time can take a while to show themselves. Anyway, here we scratch the surface with eight touring helmets we’ve either sampled or that come highly recommended from our friends. Some of our favorite touring helmets are modulars, or flip-front helmets, so see also Best Modular Helmets. Table of Contents Bell Qualifier DLX MIPS $280 - $415 AGV K6 – $500 HJC RPHA 70 ST (Grandal graphics shown) approx. $410 Shark Spartan (Karken graphic shown) $400 Schuberth R2 (Traction graphic shown) $450 Scorpion EXO-ST1400 Carbon (Antrim graphic shown) $430 Shoei GT-Air 2 (Conjure graphics shown), $599 Arai Regent X (Bend graphic pictured) – $690 Bell Qualifier DLX MIPS $280 - $415 The DLX packs a lot of the features from Bell’s more expensive Stars into an inexpensive lid – ridiculously inexpensive mostly because it comes standard with a Transitions faceshield, which sells separately for around $130 if you’re lucky enough to wear a brand that even offers one. When you’re riding all day and half the night, nothing’s more convenient than not having to change faceshields all the time. Among most of the features you expect, the latest Qualifier is also MIPS-equipped for even better noggin safety. If the DLX fit, you must admit. Bottom Line/Much anti-bang for the buck Shop Now AGV K6 – $500 The latest thing from Italy is the culmination of all of AGV’s helmet technology focussed onto a single helmet for street use. A super light carbon and aramid fiber shell is formed into an aerodynamic shape that works well on any kind of motorcycle, and its intermediate oval shape and four sizes deliver an excellent fit for most heads. A plush Ritmo and Shalimar fabric interior is moisture-wicking, removable and quiet, and the K6’s shield is easily swappable. Solid colors start at $499. Bottom Line/Italian style plus comfort Shop Now HJC RPHA 70 ST (Grandal graphics shown) approx. $410 HJC is a Korean manufacturer that’s been in the skidlid business for 47 years, and every time we stick our head in one lately, we’re pleasantly surprised by a level of fit, materials, and lightness that belies the price point. This one’s lightweight carbon fiber/ carbon-glass hybrid fabric shell takes on an intermediate oval shape (Arai’s most popular in North America), and aims to “bridge the gap between sport riding and touring.” It comes with an anti-fog internal sunshield and an antifog insert. Bottom Line/Japan-adjacent quality, Korean price Shop Now Shark Spartan (Karken graphic shown) $400 If you like Citroëns, foie gras, and Fabio Quartararo, you’ll also dig Shark’s line of helmets Francais. The Spartan gets great reviews for its lightness and smooth-running aerodynamic shape. “Large ram-air intake vents located on the chin bar and crest channel cool air in while hot air gets expelled out via the venturi created by the twin spoiler design. Your vision will be clear thanks to the MaxVision anti-fog system. Your hearing will be acute since Shark takes a full-system approach to sound damping. Your neck will not strain since the Spartan is both lightweight and volumetrically optimized for drag reduction.” Bottom Line/Be the Sharknado Shop Now Schuberth R2 (Traction graphic shown) $450 You know how the Germans are. This one’s got “perfected aerodynamics for high-speed stability” and is constructed using an innovative proprietary method called Direct Fiber Processing (DFP), yielding a shell of superior strength that is no thicker in any one area than it needs to be. Inside, we’re inherently antibacterial, washable, and fast-drying, with a seamless headliner and integrated spectacle channel. Further, the R2 is ready to accept the plug-and-play SCHUBERTH SC1-System (sold separately), with integrated antennae, pre-installed speakers and microphone. Pretty cool, really. Bottom Line/Elemental German Design Shop Now Scorpion EXO-ST1400 Carbon (Antrim graphic shown) $430 Scorpion makes pretty nice helmets in that midprice range, too. In addition to its light and aero-sculpted carbon shell, the EXO comes with all kinds of features including an internal sun visor and Pinlock insert, as well as at least one thing you won’t find anywhere else: the “AirFit cheek pad inflation system allows you to obtain a personalized fit by pumping the air inflation ball located at the chin bar or near the rear of the helmet. To release the air, simply push the quick-air release. AirFit makes it easy to create a truly tailored helmet fit.” Cons/AirFit could be good Shop Now Shoei GT-Air 2 (Conjure graphics shown), $599 Shoei and Arai are the two premium Japanese-built helmets widely available in the US, and both brands enjoy impeccable reputations for quality and comfort. While Arai offers a bunch of different shapes, Shoei somehow provides many of us an outstandingly comfortable fit with its typical longish-oval shell shape. The GT-Air 2 is SHOEI’s latest premiere full-face touring helmet. It features “a lengthened internal sun shield for optimal sun-glare protection, an all-new ‘first position’ shield opening for advanced ventilation and defogging, enhanced aerodynamics and noise-reduction technology, and the ability to seamlessly integrate with the SENA SRL2 Communication System.” Bottom Line/You really can't go wrong here Shop Now Arai Regent X (Bend graphic pictured) – $690 Arai’s reputation is second to none when it comes to helmet safety and quality. Last year the Corsair-X was in this space; this year we’re putting in the new Regent X, which is a lot like the Corsair-X but designed around a new shell with an even smoother shape. The same plush comfort, protection and features expected of the brand is here but also something else – the Regent is much easier to get on and off your head. The new reinforcing Hyper Ridge and VAS shield system lower the center of gravity, and the bottom of the new shell flares out 5 mm to make putting the helmet on easier. It’s a subtle but really noticeable difference that makes the Regent easier to deal with in everyday use and when travelling. Naturally, the Regent still meets Arai’s own safety standards, which surpass both DOT and Snell. And maybe the best news of all is that the price has come down a bit relative to other Arais. Bottom Line/Handcrafted in Japan, `nuff said Shop Now We are committed to finding, researching, and recommending the best products. 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Dang, it sounds like Honda has given one of my personal favorites a little more of everything that makes it a favorite: More power, more rpm, outstanding fuel efficiency (up to 66 mpg), 13 fewer pounds of weight, a bigger storage compartment, lower seat height, sharper styling, ride modes, a slipper clutch for the 6-speed version – and the automatic Dual Clutch Trans is still an option, which gives the NC really all the best features of a motorcycle and a scooter. Which makes it interesting that Honda categorizes it as an Adventure motorcycle (where the current NC’s price is $8,099 in the US). Never a big seller in the US, Honda says the NC750X has enjoyed consistent popularity throughout Europe since its 2012 introduction (as NC700X). Its “ground-breaking, torque-laden, fuel-sipping twin-cylinder engine, a relaxed, roomy riding position with wide handlebars and comfortable seat, compliant suspension and distinctive adventure styling are all part of its success,” says Honda. Also, the storage compartment (where the fuel tank would normally be), capable of holding a full-face helmet and Honda’s unique Dual Clutch Transmission (DCT), which over half of European customers chose in 2019. For 2014, the NC gained 75cc, going from 670 to 745cc; for 2016 a new more adventurous aesthetic, new instruments, DCT upgrades and LED lighting were added; for 2018 two-level Honda Selectable Torque Control and a more powerful, 47-horsepower version was introduced. Now for 2021, Honda says it’s building on the NC’s core strengths of practicality, do-it-all comfort and handling composure, improving all three. Honda Press Release: Two kW more peak power (2.7 hp) for the NC750X’s EURO5-spec engine, plus an extra 600r pm to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears smarten response while a slipper clutch reduces lever load and keeps the ride smooth on rapid downshifts. Throttle By Wire (TBW) brings with it adjustable engine character through 3 default rider modes – RAIN, STANDARD and SPORT plus a customizable USER mode. Honda Selectable Torque Control (HSTC) now has a finer level of input over 3 levels, while the Dual Clutch Transmission (DCT) option features Automatic shifting schedules that integrate with the riding modes, as well as USER control. The other attention-grabber is the 6kg (13 lb) weight loss, thanks to a new frame and detail improvements around the engine and bodywork. There’s also a sharper, more minimalist edge to the bodywork, with fresh style for both LED headlight, taillight and rear indicators, while the redesigned storage space grows in volume and usability. Seat height is reduced 30mm, the screen offers more wind protection and a new LCD dash is an attractive addition. The 2021 NC750X will be available in the following colour options: Grand Prix Red,Mat Ballistic Black Metallic, Pearl Glare White, Glint Wave Blue Metallic Engine Throttle By Wire and an extra 3kW peak power: 43.1kW (58 hp) with 69Nm (51 ft-lb) torque Shorter first three gear ratios for sportier feel, plus an extra 600 rpm to the redline Slipper clutch reduces lever load 20%, manages rear wheel on down changes EURO5 compliant, with 28.3km/l (66.6 mpg) possible (WMTC mode) 35kW A2 licence version available The design of the NC750X’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chamber combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. A forward cant brings the centre of gravity down for optimum stability. Through the course of its 2021 update it is now 1.2kg lighter than before. Also for 2021, thanks to a finely balanced delay to valve timing (which also now differs between the two cylinders), plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power and revs harder for longer to the new 7,000rpm redline. Alongside the power hike it holds onto an increased torque output for longer above 5,000rpm. Peak power is raised 3kW to 43.1kW (58 hp) @ 6,750rpm, with maximum torque of 69Nm (51 ft-lb) @ 4,750rpm. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears (for both manual and DCT) improving standing start and roll-on acceleration through each gear. From 30 km/h (19 mph) the NC750X will cover 20m in 1.7s and 50m in 3.2s; at 60km/h (37 mph) the engine is turning at just 2,500rpm. Fourth, fifth and sixth gears are now slightly taller, for maximum fuel efficiency. For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is also possible to restrict the full power version to 35kW at a Honda dealer by replacing the standard throttle body and remapping the ECU. Twin balancers counteract vibration from higher rpm inertia, for an engine that is not only smooth-running, but has a distinctive ‘throb’ thanks to its 270° crank and uneven firing intervals. Bore and stroke is set at 77 x 80mm. Where possible, components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump. By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable. The addition of a slipper clutch for 2021 reduces lever load by 20% and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating. A lightweight pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deep, distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions. The NC750X engine sips fuel ­– with a measured consumption of 28.3km/l (66.6 mpg)(WMTC mode) providing a near 400km (249 miles) range from the 14.1-litre (3.7 gallon) underseat fuel tank – and is now EURO5 compliant. Engine Electronics Throttle By Wire delivers 3 default riding modes, plus USER customisation Honda Selectable Torque Control features much finer control, and 3 levels of intervention With TBW now managing engine performance and character there are 3 modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switchgear and the LCD display. SPORT gives more aggressive delivery of engine power and braking, with low HSTC intervention and DCT mode 4. RAIN delivers engine power and braking least aggressively, has high HSTC intervention and Level 1 for the DCT shift pattern. STANDARD delivers a balanced middle point for engine power delivery, engine braking and HSTC intervention, plus mode 2 for the DCT. USER offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT. Honda Selectable Torque Control (HSTC) is fitted as standard on both the manual and DCT NC750X. It now offers much softer, finer control as it manages rear wheel torque thanks to TBW, over 3 levels as opposed to 2: Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of control is reduced from the previous design. Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions. Level 3 provides maximum control for slippery roads. HSTC can also be switched OFF. 3.3 Dual Clutch Transmission (DCT) Differing shifting schedules employed depending on riding mode selected USER mode allows choice of 4 settings Adaptive Clutch Capability Control gives natural feel Having arrived on the market on the VFR1200F in 2010, Honda’s unique-in-motorcycling DCT technology is now in its eleventh year of production. Over 140,000 DCT-equipped motorcycles have been sold in Europe since introduction, and 52% of customers chose the DCT option for the NC750X in 2019. The ‘easy and direct’ DCT technology delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages. The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is negligible, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue, and extra ‘brain space’ to concentrate more on all other aspects of riding. With the DCT gearbox, the rider may choose Manual mode, using paddle-style triggers on the left handlebar to change gear, or Automatic mode. In Automatic mode for the NC750X, 4 different shifting schedules operate, with 3 defaults: Level 1 is the most relaxed, and is used within RAIN mode; Levels 2 and 4 shift up at higher rpm and are linked with STANDARD and SPORT riding modes. Within the USER riding mode, a fourth DCT shift pattern – between those for STANDARD and SPORT in terms of ‘aggressiveness’ can be chosen. Adaptive Clutch Capability Control is a feature of the NC750X’s DCT and manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride. Styling & Equipment Sharper, more aggressively minimal styling New LED headlight/taillight, indicators and LCD display New screen improves wind and weather protection Larger 23L (6.1 gallon) storage space now holds an adventure-style full-face helmet The NC750X features a sharpened identity thanks to redrawn, smaller upper and lower fairings accentuated by the muscular fuel tank. A new LED headlight and running lights form a strong frontal signature. Improving wind and weather protection, the screen is also new. The side panels and side covers are slimmer and, along with the svelte seat unit, are underlined by the exhaust muffler, further emphasising the mass-forward stance. A redesigned LED taillight mirrors the front beam and is matched with LED indicators. A unique NC feature – the storage area where traditionally the fuel tank sits – increases in volume by 1L to 23L (6.1 gallon) and in the process saves 1kg (2.2 lb); its revised internal shape will now hold an adventure style helmet easily. The lid exterior features rugged external rails – useful for mounting a tank bag. The lid’s interior has four hooks to allow rubber straps to assist in organising luggage and make best use of all of the space. New for 2021 is the option to mount a USB-C socket, tucked away on the upper left. Also new is the full-color LCD dash, which allows management of the riding modes through the selection switch on the left handlebar. The rear indicators now have an Emergency Stop Signal (ESS) function: at a minimum speed of 53km/h (33 mph), with either brake working if negative acceleration of a minimum of 6.0m/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s2. The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. A ‘wave’ key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start. Chassis Revised tubular steel diamond frame saves weight and makes space Kerb weight a full 6kg (13 lb) lighter Seat height 30mm (1.2 inch) lower Shorter travel 41mm Showa Dual Bending Valve front fork and Pro-Link rear monoshock, spring preload adjustable For an invisible – but major – advance of the NC750X’s chassis Honda’s development engineers started with the tubular steel diamond frame and, through a careful redesign (using varying tube thicknesses and weight) not only saved 1.8kg (4 lb) over the previous model but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. Detail work in all areas of the chassis contributed 1.2kg (2.6 lb) of weight saving. Rake remains 27° with trail of 110mm (4.3 in), wheelbase of 1,525mm (60.0 in)(1,535mm DCT) and front/rear weight distribution of 48/52. Kerb weight is 214kg (472 lb) (224kg/494 lb DCT), 6kg lighter. Seat height is also 30mm lower, at 800mm (31.5 in). The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. Another advantage of this adventure-style riding position is great low-speed control – combined with the low centre of gravity and generous steering lock, the result is exceptional low-speed handling and balance. A lower seat height has been achieved by a slight reduction in suspension travel. The 41mm telescopic forks now employ 120mm (4.7 in) (from 153.5mm) travel and use Showa Dual Bending Valves, with ratios optimized for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed – from the low speed range – improving ride quality and comfort. The rear monoshock features a spring preload adjuster system with 120mm (4.7 in) travel, from 150mm. It operates through Pro-Link that offers an optimized balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control. Up front the 320mm wavy disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces. Cast aluminum front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tires. Forged aluminum L-shaped rim valves make checking and adjusting air pressure easier. Accessories A full range of Honda Genuine Accessories are available for the NC750X and include: USB-C charging point for the internal storage area Resin rear rack 38L / 50L top box with aluminum/color matched insert option Pannier stays Panniers – right 26L/32L, left 33L with aluminum/color matched insert option Tall screen Foot deflectors Side protector bars finished in Metallic Silver Fog lights Heated grips 2021 Honda NC750X Specifications Engine Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder. EURO5 compliant. Displacement 745cc Bore & Stroke 77mm x 80mm Compression Ratio 10.7:1 Max. Power Output 57.8 hp at 6,750rpm Max. Torque 50.9 lb-ft. at 4,750rpm Oil Capacity 4L Carburation PGM-FI electronic fuel injection Fuel Tank Capacity 3.7 gallons Starter Electric Battery Capacity 12V/11AH Clutch Type MT：Wet multiplate clutch DCT: Wet multiplate hydraulic 2-clutch Transmission Type MT: 6-speed Manual Transmission DCT: 6-speed Dual Clutch Transmission Final Drive Chain Frame Diamond; steel pipe Front Suspension 41mm telescopic fork, 4.7 inches of travel Rear Suspension Monoshock damper, Pro-Link swingarm, 4.7 inches of travel Front Wheel 17M/C x MT3.50, multi-spoke cast aluminum Rear Wheel 17M/C x MT4.50, multi-spoke cast aluminum Front Tire 120/70-ZR17M/C (58W) Rear Tire 160/60-ZR17M/C (69W) Front Brake 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads Rear Brake 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads ABS System Type 2-channel ABS Dimensions (LxWxH) 87.0 inches x 33.3 inches x 52.4 inches Wheelbase 60.4 inches Rake/Trail 27°/4.3 inches Seat Height 31.5 inches Ground Clearance 5.7 inches Kerb Weight MT: 471.8 pounds (claimed) DCT: 493.8 pounds (claimed) Become a Motorcycle.com insider. 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When Troy was assigned the 2020 Africa Twin to review, I think we were both a bit perplexed. But I had a packed schedule and Troy is a professional. So, I didn’t spend too much time worrying about it. I did however, pry the AT out of Troy’s normally gauntlet-clad hands as soon as I was able. The V-Strom/Africa Twin comparison was the first time I had the chance to get out from behind the computer for an actual ride up into the mountains to get a little dust on the tires. Not long into that shoot, I knew I would want to get back out as soon as I could to spend some more time on the new AT. Simply put, it’s a lot of fun to explore with. When I asked Honda to keep the bike a bit longer for more thorough off-road testing, they encouraged me to do so but only after I brought the bike back to Honda HQ to be retrofitted with some extra off-road protection and footpegs. Huh, not sure why, but okay. The standard Africa Twin (not the Adventure Sports version) comes with a short windscreen. While it may not look like much, it manages to keep some windblast from the rider’s chest without causing buffeting on the rider’s helmet. It’s also well out of the way when riding off-road. The 2020 Africa Twin feels almost like a different motorcycle on both the street and the dirt compared to its predecessor. Major changes to the motor and chassis work incredibly well together to give the new AT more off-road prowess than ever before. There’s no need to go into the technical details here as they’ve been covered thoroughly by both Dennis in our First Look and Troy in his First Ride. Instead, we’ll focus on the bike’s characteristics off-road. 1084cc Parallel-Twin The 86cc bump in displacement, which Honda says adds 6% more power, definitely doesn’t tell the whole story when it comes to the new power plant. On the throttle, power quickly, but progressively, spools up to deliver a connection with your right wrist that makes it easy to dial in traction, with or without one of Honda’s seven levels of TC engaged. The fueling is spot on too. The smoothness of the new engine – and clutch, for that matter – cannot be overstated. Both are really helpful during long days off-road at minimizing fatigue. A little extra engine protection is never a bad thing. Honda fitted our Africa Twin with its engine guards, enduro footpegs, and a light bar (Honda won’t call the upper bars guards because they aren’t stout enough). Although the 270-degree crank remains unchanged, it now delivers a more raucous bark than before while still retaining the same Twin-cylinder character. Its torquier bottom end makes the bike easier to ride in technical areas and at low speed around obstacles. What’s more is Honda has done all of this while reducing the size and weight of the engine, which is said to be 5.5 pounds lighter. Chassis The chassis is just as important as the engine to the bike’s improved capability. The lighter, more compact frame has been tuned for rigidity in what seems to be all of the right places. Even the swing-arm lost a pound and gained rigidity thanks to its CRF450R-derived design. The narrower frame at the seat rails helps make the AT feel even lower than its 33.7-inch seat height (in its lowest position) would suggest. This should help newer or shorter riders feel more confident with what is still a big machine. Chassis updates can be found throughout, making the AT more compliant, compact, and lighter. The new subframe also bolts on making it easier to fix should an unfortunate situation arise. I feel Honda struck a great balance in terms of suspension and chassis adjustments for the 2020 AT, not just in general, but in terms of the types of riders the Africa Twin can cater to. At speed, the more rigid chassis and revised suspension keep the bike impressively stable. Knocks from big hits, g-outs, and rocks do nothing to waver the path of the Africa Twin. Both the fork and shock are decidedly soft, but with better damping and bottoming resistance than before. Both ends swallow bumps like they were never there while still delivering better feedback than before. That said, even with the revisions to the steering stem angle and fork, I still can’t say it delivers the same amount of feedback as other large adventure bikes on the market. The softness of the suspension should also help riders who just want to explore some fire roads or trails more casually to be comfortable with the machine. For riders/racers looking to fully flog the AT, suspension work will need to be done. For the rest of us, it makes for a comfortable ride both on-road and off. Gold, Silver, and Bronze No, that’s not a podium sweep for Honda, rather the names of the three screen layouts for its 6.5-inch TFT touchscreen display which define the amount of information shown. Gold showcasing all there is to see while Bronze is more basic. The electronics package on the 2020 Africa Twin is, to say the least, substantial. Not only for its effect on the bike’s actual performance, but also for riders to tweak what kind of information they’re given when in a certain mode. There is so much to learn and customize, Honda actually built a digital simulator for its website, allowing curious (or confused) parties to navigate their way through the settings with some advice and instruction. Again, what we’re focusing on here is the off-road performance of the machine, and like the chassis, the electronics allow the latest AT to become a very versatile machine that can be tuned to suit a wide swath of riders and their preferences. Rider aids provide backup for those in need, but can be mostly disabled should you choose. With four power modes, three settings for engine braking, seven levels of traction control, wheelie control, rear lift control, and cornering ABS, the amount of adjustability borders on infinite. Okay, not infinite, but there’s a lot of adjustability. And we’re not even talking about ride modes yet! Six ride modes (Tour, Urban, Off-Road, Gravel, and two user-adjustable Rider Modes) allow you to switch between modes that have preset rider aid parameters, but most importantly for riders looking for maximum tunability for their machine, the two User modes let the rider tweak all of the settings. I know, it looks daunting… and that’s because it is. Switch the display mode to Gold for both User modes and have at tweaking the TC, engine braking, wheelie control etc. It’s a really great option to have while riding off-road, especially if you have an idea of what the terrain might be. Perhaps the terra is looser or rocky, you can adjust for that with power modes and traction control as you see fit. And of course, for all of the folks who think they know better, you can turn most everything off, aside from the front wheel’s ABS. It does take a long press and hold on the TC down button and a couple of clicks to shut off rear ABS entirely, but it can be done (although it becomes a tad annoying if you find yourself stopping often). The thing is though, Honda did such a good job with the motor and chassis that even if you turn everything off, it’s managed to make a 1084cc 495-pound motorcycle manageable to those who have an idea of what they’re doing. If it’s not clear already, I’m pretty stoked about the new Africa Twin. The previous iteration was good but lacking in a handful of ways. This 2020 model is a substantial upgrade in terms of performance and technology across the board. Having the chance to spend more time off-road with the AT after fitting some Bridgestone Battlax Adventurecross AX41s, as well as Honda’s off-road footpegs and extra protection, really drilled the point home regarding the versatility of this machine. Regardless of what your idea of adventure is, the 2020 Honda Africa Twin can probably get you there and then some, it all depends on you. 2020 Honda Africa Twin + Highs Killer engine Impressive electronics A comfortable steed for varying levels of riders – Sighs Steers a little slow on-road Could always use more engine protection Navigating the electronics is pretty daunting In Gear Helmet: Klim F5 Koroyd $650 Jacket: Klim Baja S4 $550 Pants: Klim Baja S4 $550 Gloves: KLIM Baja S4 $90 Boots: SIDI Crossfire 3 $525 Goggles: KLIM Viper Pro $130 2020 Honda Africa Twin Specifications MSRP $14,399 Engine Type 1,084cc liquid-cooled Unicam four-stroke 22.5° parallel-twin Valve Train SOHC; four valves per cylinder Bore x Stroke 92.0mm x 81.5mm Compression Ratio 10.1:1 Induction PGM-FI electronic fuel injection w/ 46mm throttle bodies (Throttle By Wire) Ignition Full transistorized ignition Starter Electric Transmission 6 speed manual Clutch Multiplate wet Final Drive 525 Chain Front Suspension 45mm inverted Showa telescopic fork; 9.1 inches travel Rear Suspension Pro-Link system w/ single Showa shock; 9.4 inches travel Front Brakes Two four-piston hydraulic calipers w/ 310mm disks; ABS Rear Brakes Single one-piston hydraulic caliper w/ 256mm disk; ABS Front Tires 90/90-21 Rear Tires 150/70R-18 Rake 27.0° Trail 113mm (4.4 inches) Length 91.7 inches Width 37.7 inches Height 55.0 inches Seat Height 34.3 inches / 33.7 inches Ground Clearance 9.8 inches Wheelbase 62.0 inches Fuel Capacity 5.0 gallons Color Matte Black Metallic Curb Weight 495 lbs. (measured) The post 2020 Honda Africa Twin Off-Road Test – Quick Take appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/VBmV7OQ4L7QSource

Ducati officially revealed its new Multistrada V4, which joins the two-cylinder Multistrada 1260 and Multistrada 950 in its adventure-touring lineup. The 2021 Ducati Multistrada V4 will be offered in three versions, the base model V4, the V4 S and the V4 S Sport. Visually, the Multistrada V4 shares a lot of styling elements with the V-Twin models with a front-heavy profile and a small beak below the LED headlight. The side fairings have layered air vent slits that Ducati claims offers improved aerodynamics and thermal comfort. The base model Multistrada V4 comes in Ducati Red with black wheels. The V4 S gets an additional Aviator Grey color option and comes with additional features including an up-and-down quick shift. The V4 S Sport comes only in a Sport livery and adds an Akrapovič carbon fiber and titanium silencer and a carbon fiber front fender. Ducati V4 Granturismo Engine Details As previously detailed, the Multistrada V4 is powered by the new V4 Granturismo engine, an 1158cc liquid-cooled V-Four with four valves per cylinder using valve springs instead of Ducati’s traditional desmodromic valve system. Ducati claims 170 hp at 10,500 rpm and 92 lb-ft. at 8,750 rpm from the engine, as well as an impressive 36,000 miles between valve service intervals. More details about the engine are available here. The chassis is comprised of an aluminum monocoque frame and a steel trellis subframe, with the rear wheel supported by an aluminum double-sided swingarm. The base model V4 is equipped with a regular fully-adjustable 50mm inverted fork and an adjustable monoshock with a cantilever layout from Marzocchi. The V4 S and V4 S Sport add a semi-active Ducati Skyhook Suspension system which has been upgraded with an auto-leveling function. With or without DSS, the Multistrada V4 offers 6.7 inches of front suspension travel and 7.1 inches of rear travel. A full-color TFT screen helps keep track of all the electronics. The Multistrada V4 comes with a 5″ screen while the V4 S and V4 S Sport receive a larger 6.5″ display. Ducati has long been using the Multistrada to showcase its latest electronics and the V4 is no exception. The Multistrada V4 is equipped with an inertial measurement system to manage the cornering ABS, wheelie control and traction control systems, plus cornering lights for the S models. The Multistrada V4 offers four selectable ride modes: Sport, Touring, Urban and Enduro, each adjusting the engine output, traction control and ABS to suit different styles of riding. The Multistrada V4 is also equipped with a Vehicle Hold Control system. When activated, VHC applies the rear brake to hold the bike steady for easier restarts, especially when starting on a gradient. The front Bosch radar unit is mounted between the headlights while the rear unit sits under the taillight. US models will come with the hardware, but the software features won’t be activated until they receive certification. As previously announced, the Multistrada V4 is the first production motorcycle equipped with adaptive cruise control and blind spot detection using Bosch radar units mounted on the front and rear. Adaptive cruise control adjusts the brakes and throttle to maintain a user-selected minimum following distance behind other vehicles. The blind spot detection system activates lights on the mirrors to warn the rider of vehicles approaching from behind at high speeds. As of this writing, however, these radar-based technologies have not been certified for use in the U.S. (Ducati blames COVID-19 for the delay). U.S. models will come with the hardware installed but with the software deactivated. Dealers will activate the software once it has been approved, which Ducati expects to occur in summer 2021. The Multistrada is equipped with Bosch 10.3 ME cornering ABS with three adjustable levels of intervention. The Multistrada V4 is equipped with four-piston radially-mounted monobloc brake calipers from Brembo and dual 320 mm front discs, while the S and S Sport models receive higher-end Brembo Stylema calipers with dual 330 mm discs. Brembo also provides the two-piston floating caliper and 265 mm disc rear brake set-up for all three versions. The Multistrada V4 models come standard with light alloy cast wheels, with Pirelli Scorpion Trail II tires (120/70-19 on the front and 170/60-17 at the rear). It can also be fitted with Scorpion Rally or Scorpion STR tires. For the S models, Ducati also offers wire spoke wheels. A small storage compartment at the base of the fuel tank houses a USB port, making it the perfect spot to stow and charge a smartphone. Other standard features include a height adjustable screen, full LED headlights with Panigale V4-influenced daytime running light (where allowed), adjustable seats, and a 5.8-gallon fuel tank. Ducati also offers a number of trims and accessory packs with engine guards, supplemental lighting, luggage, heated grips and other add-ons. U.S. pricing remains to be announced. 2021 Ducati Multistrada V4 Specifications Multistrada V4 Multistrada V4 S Multistrada V4 S Sport Engine Type V4 Granturismo, V4 – 90°, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid cooled V4 Granturismo, V4 – 90°, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid cooled V4 Granturismo, V4 – 90°, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid cooled Displacement 1,158 cc (71 cu in) 1,158 cc (71 cu in) 1,158 cc (71 cu in) Bore x Stroke 83 mm x 53.5 mm 83 mm x 53.5 mm 83 mm x 53.5 mm Compression Ratio 14.0:1 14.0:1 14.0:1 Power 170 hp at 10,500 rpm (claimed) 170 hp at 10,500 rpm (claimed) 170 hp at 10,500 rpm (claimed) Torque 92 lb-ft. at 8,750 rpm (claimed) 92 lb-ft. at 8,750 rpm (claimed) 92 lb-ft. at 8,750 rpm (claimed) Fuel Injection Electronic fuel injection system, Ø 46 mm elliptical throttle bodies with Ride-by-Wire system Electronic fuel injection system, Ø 46 mm elliptical throttle bodies with Ride-by-Wire system Electronic fuel injection system, Ø 46 mm elliptical throttle bodies with Ride-by-Wire system Exhaust Stainless steel muffler, double catalytic converter and 4 lambda probes Stainless steel muffler, double catalytic converter and 4 lambda probes Stainless steel muffler, double catalytic converter and 4 lambda probes Gearbox 6 speed 6 speed 6 speed Primary Drive Straight cut gears, ratio 1.8:1 Straight cut gears, ratio 1.8:1 Straight cut gears, ratio 1.8:1 Ratio 1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=23/29, 6=25/27 1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=23/29, 6=25/27 1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=23/29, 6=25/27 Final Drive Chain, front sprocket z16, rear sprocket z42 Chain, front sprocket z16, rear sprocket z42 Chain, front sprocket z16, rear sprocket z42 Clutch Multiplate wet clutch with hydraulic control, self-servo action on drive, slipper action on over-run Multiplate wet clutch with hydraulic control, self-servo action on drive, slipper action on over-run Multiplate wet clutch with hydraulic control, self-servo action on drive, slipper action on over-run Frame Aluminum monocoque frame Aluminum monocoque frame Aluminum monocoque frame Front Suspension Ø 50 mm fully adjustable usd fork Ø 50 mm fully adjustable usd fork, electronic compression and rebound damping adjustment with Ducati Skyhook Suspension Ø 50 mm fully adjustable usd fork, electronic compression and rebound damping adjustment with Ducati Skyhook Suspension Rear Suspension Fully adjustable monoshock, Remote spring preload adjustment, aluminium double-sided swingarm Fully adjustable monoshock, electronic adjustment with Ducati Skyhook Suspension, aluminium double-sided swingarm Fully adjustable monoshock, electronic adjustment with Ducati Skyhook Suspension, aluminium double-sided swingarm Wheel Travel (Front/Rear) 6.7 inches / 7.1 inches 6.7 inches / 7.1 inches 6.7 inches / 7.1 inches Front Wheel Light alloy cast, 3″ x 19″ Light alloy cast, 3″ x 19″ Light alloy cast, 3″ x 19″ Front Tire Pirelli Scorpion Trail II 120/70 ZR 19 Pirelli Scorpion Trail II 120/70 ZR 19 Pirelli Scorpion Trail II 120/70 ZR 19 Rear Wheel Light alloy cast, 4.5″ x 17″ Light alloy cast, 4.5″ x 17″ Light alloy cast, 4.5″ x 17″ Rear Tire Pirelli Scorpion Trail II 170/60 ZR 17 Pirelli Scorpion Trail II 170/60 ZR 17 Pirelli Scorpion Trail II 170/60 ZR 17 Front Brake 2 x Ø 320 mm semi-floating discs, radially mounted Brembo monobloc 4-piston 2-pad callipers, radial master cylinder, Cornering ABS 2 x Ø 330 mm semi-floating discs, radially mounted Brembo Stylema monobloc 4-piston 2-pad callipers, radial master cylinder, Cornering ABS 2 x Ø 330 mm semi-floating discs, radially mounted Brembo Stylema monobloc 4-piston 2-pad callipers, radial master cylinder, Cornering ABS Rear Brake Ø 265 mm disc, Brembo 2-piston floating calliper, Cornering ABS Ø 265 mm disc, Brembo 2-piston floating calliper, Cornering ABS Ø 265 mm disc, Brembo 2-piston floating calliper, Cornering ABS Instrumentation 5″ TFT colour display 6.5″ TFT colour display with Ducati Connect and full-map navigation system 6.5″ TFT colour display with Ducati Connect and full-map navigation system Dry Weight 474 pounds (claimed) 481 pounds (claimed) 478 pounds (claimed) Kerb Weight 529 pounds (claimed) 536 pounds (claimed) 533 pounds (claimed) Seat Height Adjustable, 33.1 inches – 33.9 inches Adjustable, 33.1 inches – 33.9 inches Adjustable, 33.1 inches – 33.9 inches Wheelbase 61.7 inches 61.7 inches 61.7 inches Rake x Trail 24.5°/4.0 inches 24.5°/4.0 inches 24.5°/4.0 inches Fuel Tank Capacity 5.8 US gallons 5.8 US gallons 5.8 US gallons Number Of Seats 2 2 2 Safety Equipment Riding Modes, Power Modes, ABS Cornering, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light, Ducati Brake Light Riding Modes, Power Modes, ABS Cornering, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light, Ducati Cornering Light, Ducati Brake Light, Vehicle Hold Control Riding Modes, Power Modes, ABS Cornering, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light, Ducati Cornering Light, Ducati Brake Light, Vehicle Hold Control Standard Equipment Backlit handlebar switches, 5″ TFT colour display Ducati Skyhook Suspension, Ducati Quick Shift, Cruise control, Hands-free, Backlit handlebar switches, 6.5″ TFT colour display with Ducati Connect and full-map navigation system, Full LED headlight Ducati Skyhook Suspension, Ducati Quick Shift, Cruise control, Hands-free, Backlit handlebar switches, 6.5″ TFT colour display with Ducati Connect and full-map navigation system, Full LED headlight, Carbon fiber front mudguard, Type-approved Akrapovic muffler Warranty 24 months, unlimited mileage 24 months, unlimited mileage 24 months, unlimited mileage Maintenance Service Intervals 9,000 miles / 24 months 9,000 miles / 24 months 9,000 miles / 24 months Desmoservice 36,000 miles 36,000 miles 36,000 miles 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Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Ducati Multistrada V4 First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/CKILGJ9hNIkSource

Updated November 2020 Not all motorcycle tie-downs are created equal. There are plenty of ways to strap down your motorcycle. The type of motorcycle you have, what kind of hauler you use, and your general preference can all play a part in getting the best tie-downs to safely secure your motorcycle for your situation. We took a look at the market and considered what we have in our truck beds to bring you a list of some of the best motorcycle tie-downs we could find. Table of Contents Ancra Integra Classic Tie-Downs – $29 Pro Taper Tie-Downs – $33 PowerTye 1.5-inch Fat Strap Ratchet Tie-Downs – $33 Trackside Heavy Duty Tie-Downs – $30 RHINO USA Ratchet Straps Heavy Duty 4-Pack Tie Down Set – $62 Ancra Integra Classic Tie-Downs – $29 The Ancra Integra tie-downs feature the same basic design as the original Ancra tie-downs but with soft hook extension straps to help make sure you don’t mar your beloved scooter. The Integras are made of one-inch wide aircraft-quality nylon and offer 69 inches of usable length with 1,200 pounds of straight tension strength. Patented pressure plate cam-lock buckles are easy to use no matter how tight you’ve got them ratcheted down and have 1,800-lbs of cam-buckle strength. The S-hooks are vinyl coated. Bottom Line/Classic quality Shop Now Pro Taper Tie-Downs – $33 The standout feature of the Pro Taper tie-downs are the spring loaded, swivel carabiner base hooks that prevent your straps from getting twisted as well as coming unhooked. This tie-down system is far from your traditional strap set up and has received rave reviews since being introduced. The 84-inch long straps are 1.5 inches wide and offer a straight tension strength of 1,200 lbs. Built-in soft ties are included on the rubber-coated S-hook ends and Velcro closures are included for securing excess strap. The cam-buckle on the Pro Tapers can be difficult to get open when the tie-downs are tightly cinched. Bottom Line/Top rated! with swivels... Shop Now PowerTye 1.5-inch Fat Strap Ratchet Tie-Downs – $33 PowerTye makes all sorts of tie-downs right here in the good ol’ US of A. For variety, we chose the 1.5-inch Fat Strap Ratchet Tie-Downs to include in this list, though they also make the cam-buckle type. The 1.5-inch wide Fat Straps are 78 inches long and have an 800-pound straight tension strength. The vinyl-coated S-hooks have secure latching closures to ensure your hooks don’t come unhooked. Bottom Line/A solid choice Shop Now Trackside Heavy Duty Tie-Downs – $30 Best for securing cargo that requires greater tensioning and holding force. The Trackside ratcheting tie-downs feature wide grip ratchets for easier operation and heat-treated and vinyl coated steel hooks for strength and durability. The hooks also include secure latching closures to ensure they stay put. These tie-downs are 72 inches long and one inch wide with 1,200 lbs of straight tension strength. Bottom Line/Plenty strong Shop Now RHINO USA Ratchet Straps Heavy Duty 4-Pack Tie Down Set – $62 We generally only use two tie-downs to secure most motorcycles, but it’s not a bad idea to use four if you’re going any real distance with a heavier bike… at which point this four-pack of Heavy Duty RHINO USA Ratchet Straps makes sense. In addition to four heavy-duty 8-foot ratcheting straps, you also get four soft ties for even more tying-down flexibility and security. Those padded S-hooks also have spring-loaded keepers to prevent them falling off. You can never have too many tie-downs. Bottom Line/Four straps are better than two Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Motorcycle Tie-Downs appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Coc3GfbX0LgSource

It’s a little strange that, considering how long people have been wearing jeans and riding motorcycles, the idea of riding denim is still relatively new. Nonetheless, we’re happy apparel manufacturers far and wide have developed jeans we can wear both on and off the motorcycle. In case you’re not aware of why this is important, allow us to fill you in. Your standard pair of Levis may be really comfortable, but regular denim is terrible at protecting you if you fall off your motorcycle. When denim meets asphalt, it shreds to pieces in seconds. Not to mention that it provides no impact protection to your knees or hips. Riding denim addresses these issues by incorporating some kind of reinforcing fiber to greatly bolster the jean’s ability to withstand road rash. Built-in pockets are made to accept different levels of armor to protect your knees and hips from impact with the ground. The tradeoff is a slightly heavier garment with a little less airflow, but overall riding jeans are a more comfortable alternative than dedicated technical riding pants. Below are our picks for some of the best motorcycle riding jeans on the market today. Table of Contents Aerostich PROTEKT Jeans Alpinestars Copper Denim ScorpionExo Covert Jeans KLIM K Fifty 1 Riding Pant Dainese Men's Strokeville Riding Jeans Joe Rocket Men's Accelerator Jean Speed and Strength Savvy Women's Street Motorcycle Pants Bull-it SR6 Vintage Style Women's Motorcycle Jeans Fly Racing Women's Fortress Jeans SportBike Chic Protective Motorcycle Jeans for Women Aerostich PROTEKT Jeans People know Aerostich for its world-famous Roadcrafter coverall suit. But did you know Aerostich makes jeans, too? These are the Protekt jeans, and while the name might be spelled a little weird, the overall fit, finish, and quality are top notch. We even wrote a review of the Protekt jeans. But if you want the elevator pitch for them here it is, straight from Aerostich: Clean, simple, old school straight leg blue jeans…with a great trick: TF3 Impact armor-holding pockets at the knees (sold separately), accessed via a hidden zipper. Armor is removed or replaced in seconds, easily, while wearing the pants. All the rest is classic denim jean spec., with fit and cut similar to Levi’s 501s. Specifically, these are carefully sewn of unwashed dark blue 100% cotton 14 oz denim fabric, which is a bit heavier-duty than the more common 10-12 oz denim, but it still shrinks-to-a-custom-fit after a wash or two, which makes these pants extra comfortable and wear a lot longer. For protektion there are three generous hidden areas of abrasion resistant Breathable-Waterproof HT 500D Nylon (…as used in many Aerostich suits) located at the seat and knees. For ‘commando’ comfort this extra-abrasion-resistant fabric is backed by soft 100% cotton. As you’d expect there are five traditional pockets, five belt loops and a reliable metal fly zipper, too. But as you wouldn’t expect, the hidden seat-protective breathable-waterproof abrasion layer means you can sit on a freshly rain-wetted saddle and not get a wet butt. Nice! The optional knee armor is positioned in the correct location when riding, and when you’re off the bike it’s comfortably flexible and easily removable. Stitching is double and triple wherever needed, and a crotch gusset provides extra ease and comfort that’s great when mounting up and also as you move around in the saddle. Shop Now Alpinestars Copper Denim The Alpinestars Copper Jeans look just like your favorite pair of casual jeans yet pack a serious punch in the protection department. With no external seams or awkward zippers, the Copper Jeans are constructed of 13oz denim reinforced with aramid fiber panels in the seat and knees. Removable hip and CE-certified knee armor gives you the option to add impact protection if you want it, or to take it out when you want to go incognito. The Copper Jeans are perfect for urban commuters, long haul cruisers, and any two-wheeled enthusiast that prefers a more casual appearance. Shop Now ScorpionExo Covert Jeans Universal style and brazen protective capability make the Covert jean a uniquely versatile riding pant. With motorcycle specific features that include an abrasion-resistant fiber lining made with Kevlar and knee armor pockets, the Covert Jeans are as comfortable on the bike as they are on a Saturday night out on the town. For the fashion-forward rider who doesn’t want to sacrifice good looks with real-world protective precautions, the Covert jean is worth a look. Shop Now KLIM K Fifty 1 Riding Pant Klim has got an excellent reputation for its off-road apparel, but did you know the company makes riding jeans, too? With the K Fifty 1 riding jeans you get heavy-duty Cordura denim construction that combines nylon and cotton for a comfortable yet durable finish. It has a stonewashed finish and a YKK fly zipper to keep things closed. For abrasion protection, the Fifty 1 jeans feature Kevlar-reinforced panels and integrated D30 hip and knee armor to protect against impact damage. These have five pockets like normal jeans with belt loops along the waist to fine-tune the fit. There’s even a sweat-wicking comfort liner to help keep the rider comfortable. Shop Now Dainese Men's Strokeville Riding Jeans These stonewashed denim jeans come with aramid internal reinforcement to better resist road rash. The fit of the denim fabric skews towards the slim side and is integrated with reflective inserts and a special adjustable Pro-Armor protector at the knee (soft protectors are CE certified according to standard EN 1621.1). The Strokeville jeans are made to accommodate under-foot straps and feature practical Pro-Shape pockets at the hips for additional padding. Shop Now Joe Rocket Men's Accelerator Jean The Joe Rocket Accelerator jeans are made from 12 oz heavy-duty denim and are Kevlar-reinforced in the seat, hip, and knee panels. Aramid fibers are a class of ballistic rated body armor fabric to help the jeans keep their integrity from abrasion for longer. There are pockets for knee armor (sold separately) plus an added cotton comfort layer. Stretch panels at the knee and upper seat areas give the rider increased comfort and flexibility, and the cut of the Accelerator is perfect for the riding position. There are seven pockets including two zippered pockets, with reflective striping on the legs and tailbone for better visibility at night. The Accelerator jeans are available in regular and short lengths. Shop Now Speed and Strength Savvy Women's Street Motorcycle Pants Women need riding jeans just as much as men, and the Speed and Strength Street Savvy Moto Pants provide a slim-straight fit casual look but offer protection riders need on the street. Built with a cotton-poly blend, the Savvy Moto pants protect the knees with removable Vault C.E.-approved knee armor. Aramid fiber thread is weaved into the seat and knee areas to make the jeans more resistant to abrasion from the ground. The side zip opening from the hem to the knee expands to allow riders to pull their jeans over tall boots. Shop Now Bull-it SR6 Vintage Style Women's Motorcycle Jeans The Bull-it SR6 jeans have a vintage style and feature 12.5 oz. dark blue denim with a light faded wash and 100% cotton outer. It comes with a traditional five-pocket design with an additional coin pocket. A black leather belt patch with embroidered Bull-it logo helps you stand out, as does the Covec sew-in label in the rear right-hand pocket. Further touches include brushed metal matt finish buttons and front pocket rivets. For durability, the side and rear seam construction is triple stitched, with the genuine YKK locking front zipper making sure things stay closed. Inside, you’ll find your own little microclimate, as the airflow felt by using the Bull-it Covec structure and cool mesh liner will keep you warm when it’s cold and cool in the summer. The Covec thermal barrier inside also limits heat transfer from sliding along the road. There are knee and hip armor pockets built-in for the optional CE 1621 approved protectors. Finally, the finish is water repellent so you don’t have to worry about light splashes. Shop Now Fly Racing Women's Fortress Jeans Fly Racing began as a manufacturer of motorcycle handlebars and helmets. Since then, the brand has quickly developed into one of the fastest-growing powersports apparel brands in the market. With the women’s Fortress jeans, we have a pair of jeans cut specifically for a woman’s shape. Made from heavyweight 12-ounce Kevlar-reinforced denim with over 70% coverage, these jeans will stand up to abrasion. Impacts are absorbed with CE Level 1 knee armor. There are also pockets for detachable hip armor (sold separately). Plaid pockets add to the interior trim detail, as does the key chain attachment in the front pocket. Shop Now SportBike Chic Protective Motorcycle Jeans for Women SportBike Chic jeans are strong, durable, and stylish, coming in a mid-rise style with a skinny fit. Sizes range from 0-20. All jeans are made with 11.5-ounce cotton with spandex (allowing for stretch) with Kevlar aramid lining for added protection. Additional protection comes from the CE Level 1 armor included in the hips and knees. Practical touches include extra-deep pockets to make sure none of your stuff falls out and an extra-long lip in the back to prevent your plumber’s crack from showing. 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 Jeans appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/oeVpGwuM4kcSource

Why is it that OEM lighting too often seems subpar? That’s not to say every brand or model on the road these days has a headlight that comes up short, but in my experience, on two wheels or four, manufacturers rarely put an emphasis on their vehicle’s ability to provide ample lighting. Thankfully, there are a handful of companies out there making great auxiliary lighting options for motorcycles. Some are new, and some have been well-tested over time in rigorous conditions. If you’re looking to add some lumens to your stock setup, here are some of the best LED lights for motorcycles. Table of Contents Baja Designs Squadron Sport Denali D4 2.0 TriOptic LED JW Speaker 6045 PIAA 530 LED Driving Light Rizoma LED Fog Auxiliary Light Baja Designs Squadron Sport Speaking of tried and tested lights, Baja Designs, “The Scientists of Lighting”, have been making auxiliary lighting (and headlight replacements by way of dual-sport kits) for more than 25 years, with its first LED unit hitting the market in 2004. In our review of the Baja Designs Squadron Sport, we noted that every professional and amateur motorcycle and ATV winner for the last 15 years has used Baja Designs products. Pretty impressive. What we like about the Squadron Sport lights is the versatility, quality, and performance of these lights. The powder-coated aluminum housing uses a hard-coated polycarbonate lens keeping the units lightweight and robust. The four LEDs in each lamp crank out 3,150 lumens. The lenses are also interchangeable to provide different light spreading capabilities for different purposes. These lights come with a 30-day money-back guarantee and a limited lifetime warranty. EZ ADV Upgrades: In Darkness, Let There Be Light Shop Now Denali D4 2.0 TriOptic LED The Denali D4s claim a blinding 4,375 lumens out of each lamp. These powerful lights also come with three beam options for spot, spot-hybrid, and True-Hybrid light spreads. The lights are also compatible with Denali’s DataDim controller that will automatically switch the lights between half and full intensity with your vehicle’s original high beam switch. The lights, switches, and wiring harness are water and weatherproof while the Impact PC polycarbonate bezels are designed to be robust and prevent corrosion and fading. LiveActive thermal management keep the LEDs cool preventing the loss of light output from overheating. Denali makes a wide range of lighting for different applications. Shop Now JW Speaker 6045 Designed to replace four-inch fog lights found on many cruiser models, the JW Speaker 6045 can be had with chrome or black inner bezels. Each lamp cranks out 750 lumens. The 6045 is sold in pairs and comes with a wiring harness making installation a cinch. The Model 6045 is said to outperform bulb-based fog lights with superior visibility, extreme durability, and unmatched longevity and are made right here in the U.S. of A. Shop Now PIAA 530 LED Driving Light A staple in automotive and two-wheel lighting, PIAA was established in 1963. The new PIAA LED Fog light kit offers the beam control of a halogen light with the low power consumption and durability of an LED light. Unlike most LED lights currently on the market that position the LED aimed straight out forward, the LP530 Lights aim the LEDs at the reflector. PIAA claims the orientation of the light source allows for far better beam control and output than the conventional layout. Each light uses two 3W LEDs producing a very white beam with a color temperature of 6000 Kelvin. LEDs with a computer designed multi-surface reflector gives a true high-performance fog pattern in a lightweight, durable light that uses a fraction of the power required by comparable halogen lights. Shop Now Rizoma LED Fog Auxiliary Light Simple and sleek, that’s how Rizoma does it. These small LED fog lights are no different. Whether on a back road adventure or dicing through the urban sprawl, the Rizoma Fog Lights provide a combined 818 lumens. These lights are sold in pairs and come with a switch, wiring harness, and mounting hardware. Corrosion-resistant high-quality projector lenses are used to keep light pointed where it’s intended without spreading. Made in Italy. 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 LED Lights for Motorcycles appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/yL8Xd46grpgSource

Ducati announced small updates to its Streetfighter V4 models, making it Euro 5 compliant, and added a new “Dark Stealth” matt black color option for the V4 S. All told, the changes for the 2021 model are pretty subtle, which makes sense for a model introduced just a year ago. 2020 Ducati Streetfighter V4S Review To get the Streetfighter V4 compliant, Ducati modified the exhaust system and tweaked the engine calibration. From the outside, the silencer looks the same as the previous version, but inside, it employs larger catalysts and different noble metals, helping reduce emissions. The exhaust manifolds on the rear cylinders were shortened by 3.9 inches and their diameters were reduced by 0.2 inches to 1.5 inches. The smaller manifolds led to a new, more compact rear heat shield design. Ducati also added four lambda probes, one for each cylinder, to provide more refined control over the fuel injection. Despite these changes, Ducati kept the same peak horsepower and torque figures the same as with the 2020 model, though the claimed peak of 208 hp arrives 250 rpm later at 13,000 rpm, and the claimed 90.4 lb-ft. arrives 2,000 rpm earlier at 9,500 rpm. Ducati also gave all 2021 Streetfighter V4 models a new self-bleeding front brake and clutch pumps derived from the components used on the Superleggera. Ducati is just getting started with its 2021 model announcements. With no EICMA show this year, Ducati will instead be releasing five online presentations previewing its 2021 lineup, starting with the Nov. 4 reveal of the Multistrada V4. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Ducati Streetfighter V4 Gets Euro 5 Update and Dark Stealth Color appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Ui7_amflackSource

Well, it’s not going to happen to me, because I’m so skilled and experienced, but it does happen to people I know on a regular-enough basis that I sometimes wonder what the actual odds really are of me being next to crash a motorcycle? The longer you ride, the more that old saying about there being two kinds of riders applies: those who’ve crashed and those who are going to crash. Most of us of a certain age fall into both categories. As with all of life’s inevitable calamities, of which we seem to have even more than usual lately (fires, floods, pandemics, armed assaults…) it really pays to plan ahead – even if the plan is just to be aware of how best to react in the immediate aftermath. Some things that seem obvious in hindsight aren’t always that way in real time. Here are five things to keep in mind in the hope that being aware of them will be like always carrying a tire repair kit and, therefore, never getting a flat. 1. Get out of harm’s way If you’ve suffered a hearty whack or long tumble, and are fortunate enough to come to rest not in a traffic lane or a swiftly flowing river or a tiger enclosure, congratulate yourself and relax for a sec. Just don’t move after you come to rest. The natural reaction is to jump up and say “I’m fine!” Resist that. Lay there. Wiggle your fingers and toes before you do anything else. If your extremities are all working and reporting in, that’s a good thing. Move on to your elbows, ankles, knees, neck – and if they’re all working, then you can sit up and assess the situation. If you feel like you just woke up, that’s because you were knocked out and probably suffered a concussion. Don’t jump up onto your feet until your head is clear, and then slowly. “Crashed my ’69 CB750 in December of 1971 after some jerks egged me and in my haste to give chase, after making a 180 I hit some slippery stuff and went off road into a stone wall. Broke my leg, which was the second most painful injury I have incurred, but the morphine solved that problem like right now. Fortunately, the bike recovered, too.” – James Torongo If you come to rest in traffic, you won’t have quite so much leisure time. You’ll want to get off the road as quickly as you can, and this will be the time, especially if it’s dark, that you realize that the guys in the hi-viz vests and reflective stripes aren’t such geeks after all. Do NOT attempt to pick up your motorcycle, but if it is dark and no cars are coming, hit the Hazard lights button if your bike has them, or a turn signal, as you crabwalk to safety. Once out of traffic, take a minute to assess your personal situation. If it is “Not Good” and you’re alone, hope you’re in cell range, dial 911, lie on your back and elevate your feet if you can. If it’s “I seem to be okay,” then you can wobble upstream, on the shoulder, and alert the first car to come along so it won’t run over your bike. If you were in traffic when you crashed, probably a few cars have already stopped, if not the entire freeway. Even in our current societal condition, it’s amazing how well most people behave and pitch in in an emergency. 2. Keep an eye on yourself for a few minutes. Adrenaline is a great cover-upper of injury, and is coursing through your veins. As it wears off and your heartbeat slows back down to normal, know the signs of shock: Clammy skin, rapid pulse and breathing, nausea, weakness or fatigue, dizziness, anxiousness, or agitation. If you’re feeling any kind of weird, just lie down, elevate your feet, and let other people deal with the rest of it for now. If you’re alone, you’ve already called 911 or activated your Spot tracker if you’re out of range (see “Things to Do Before You Crash” when we get around to writing it, this will be in there). Now is the time to check yourself for leaks. If bleeding heavily from a leg or foot, God forbid, hopefully you’ve got two hands free to fashion a tourniquet with a belt, bandana or other piece of clothing. Lie still with your feet up, find religion, and try to keep yourself warm until help arrives. To stop bleeding from smaller wounds, apply direct pressure. 3. Find somebody to blame Peter Jones says, “until defensive riding includes rocket launchers, no matter your caution, you can get caught out by bad drivers.” Jones and his passenger were only mildly injured in this head-on with a pickup truck. “Take pictures,” says PJ. “The pickup driver tried to deny it was his fault.” If you’re able to get up and walk around with a clear head, thank your deity of choice and get to work. If your crash was your own damn fault and you know it, and you’re sure you’re unhurt enough to ride thanks to your protective gear and dumb luck, it’s time to pick your bike up when it’s safe to do so, roll it to the shoulder and assess the damage. Don’t be in a hurry. If everything’s operable including your body, and your bike’s not leaking oil or coolant, again thank your deity and welcome to the club. State laws vary: In California, you’re required to file an accident report with the police or CHP in any accident resulting in injury or death within 24 hours, and with the Department of Motor Vehicles within ten days if the accident involves injury, death or more than $1,000 in property damage. So, if you crashed an expensive bike, have full coverage, and want your insurance to pay for repairs, you’ll need to confess to the DMV first. For lots of people, it’s often wiser to bypass officialdom’s embarrassing and possibly incriminating questions and citations, and fix your bike out of pocket. If nobody’s hurt, you have ten days to decide. If somebody else caused your crash, it gets complicated. Leave your poor motorcycle where it came to rest, and wait for the police to arrive and fill out an accident report. (Unless you have outstanding warrants or the bike is stolen. In that case, flee the scene, preferably in waterways to throw off the hounds.) Let’s just keep this one between ourselves, shall we, and never speak of it again. If the vehicle or thing that caused your crash was nice enough to hang around, it’s not the time to seek vengeance, but it is the time to whip out your phone and take pictures of them, their vehicle (including fresh swatches of your bike paint if applicable), and license plate, and if there are any witnesses ask them for their contact information; a quick snap of their driver’s license is ideal, and if they’re not willing to do that, get pics of them and their vehicle including license plate. It may take the authorities a while to show up, and your witnesses may wander away. Be sure you’re able to track them down. If your luck continues, the person who crashed you will be an attractive responsible type who’ll apologize profusely, ask if you’re sure you’re okay, and admit blame. Again with the smartphone: Hit “Record” if possible, because even nice people are known to change their memories when large sums of money are involved. It’s customary to respond to nice people with niceness, and say things like “Well, I may have been partly to blame as I was adjusting my Infotainment system,” and “Don’t worry, I’m completely unhurt, and that’s all that matters,” and other pleasant inanities. Do NOT do it. Do not admit any sort of blame, and you can’t possibly know if you’re completely uninjured or not for days. In California, you have a year to file an injury claim after a suit is filed. Our friend Steve Natt says, “I got hit in 2015 and tbh I am STILL not a good judge of my condition…” Many times, the person who hits you will be of questionable character. Our friend from the Great White North, Trevor Franklin, writes: “Six weeks ago today, I was hit by a Ford F150 on one of my motorcycles at a 4-way stop. He ran the stop sign. Then lied to police on the scene telling them we both stopped and went at the same time. And his wife in the passenger seat at the time confirmed his story. He told them this as I was being taken away in an ambulance. The first thing I did was try to get up… I couldn’t, then I took my helmet off because I couldn’t breathe. “I spent the next 11 days in the hospital with a collapsed lung, 14 broken ribs, a fractured hip (with 3 screws in it now), broken collarbone and a fractured finger. I still can’t sleep in my own bed because I have to sleep sitting up. But guess what? My teen-aged son went to the scene the next day and discovered a used car lot on the corner had cameras outside… we got full video of the accident… not only did he blow the stop sign, but he never applied any brakes until he hit me and the cops now say he was speeding!” Good call on the video cameras, if your crash happens someplace where there might be one! 4. Get Representation In any scenario other than the solo crash where you pick yourself up and ride on in shame, blaming no one but yourself, it behooves you to immediately seek out a good Personal Injury Attorney whether you’re hurt or not, and no this article isn’t sponsored by any of them. In fact, our friends who have been innocent victims in more than one accident make it a point to have their PIA’s number in their contacts at all times, and that’s the first call they’ll make. The conventional wisdom is that you should call your insurance company immediately, but “immediately” depends on your policy. Usually 24 or 72 hours. If you already have a PIA, they can contact your insurance company for you. The less personal contact with your insurer, the better. If you tell them “I’m fine,” they will remember. While your insurance company’s primary mission is to retain as much of the insurance company’s funds as possible, your PIA’s mission is to get the best settlement for you, which happily aligns with getting the biggest fee for themselves, wherever the money comes from. In a perfect world, that would be from the insurance of the person who caused your crash, which might well be the same insurance company as yours. It gets complicated, and you’ve got better things to do. Especially if you’re injured, especially if the person who hit you was un- or under-insured (usually), negotiating with insurance companies without a good Personal Injury Attorney in the modern world is like trying to do your own dental work. Extracting money from insurance companies and assorted deadbeats and cheapskates is what PIAs do all day. Scrupulous ones will never advise you to feign injury, but even if you’re a tough guy, pain and suffering is a real legal thing. So is downtime, loss of income, and plenty of other things you’re legally entitled to but very likely won’t get without professional legal representation. Riderzlaw is not sponsoring this content and we are not endorsing them, but they do have an excellent motorcycle crash FAQ here. As for finding a good personal injury attorney, one of the best things about social media is learning how many of your friends have been through the same thing, and have great advice and suggestions. And no, you shouldn’t have to pay your PIA a dime. The guilty party’s insurer is also responsible for your legal representation. 5. Learn from your crash, fix your bike right, and get back out there Every self-aware long-time motorcyclist will tell you that they learn something with every crash and near-crash (except if it’s off-road, where crashes are nearly always a mystery), and that there was usually at least a little contributory negligence on their part that enabled the get-off. Riding while distracted. Riding while sleepy. Riding with a dark shield at dusk and failing to see that diesel spill or rock. Riding with bent fork tubes that cause random huge tankslappers. Not checking mirrors at every stop so as to not get rear-ended by a person texting and driving. It’s way scarier when you crash and have no idea why? Which is why lots of people never get back on that horse after a scary spill. Which is sad, but for many people, the right decision. “I walked away from this without a scrape, scratch or bruise,” says our friend James. “Saw her in my mirrors coming up behind me as I was slowing for a fire truck backing out onto the road ahead of us. I got knocked off the bike, but was accelerating away when she hit, so the impact was minor. We both were lucky. The maddening thing was that when I walked back to her car after getting up off the ground, she motioned for me to wait till she finished her phone call.” You can bet that the person who crashes when an unsecured tailpack comes loose and locks up the rear wheel will never not secure their tailpack again, and that the rider who crashes on black ice will park the motorcycle when it’s that cold from now on. A crash or two is just what some people need to drive home to them that riding a bike really is a high-stakes endeavor in addition to a lot of fun, a slap up side the head that makes them aware of the risk. Maybe you fix your crashed bike. Maybe it’s too far gone, a total loss, and your attorney eventually gets you a nice check to buy a new one. If it’s A, and the only mechanical work you’ve really done yourself is change the oil, then you definitely need to have your bike looked at by a real motorcycle mechanic before you get back on it. Things you can’t see, like bent fork tubes, or a bent or cracked frame, can catastrophically fail later. You’re legally entitled to have your bike fixed by your mechanic of choice. Right, that’s five things. We have spoken. Get back on that horse, ride forth and heartily resolve never to sin or make the same mistake again. Never forget: You and your motorcycle are invisible. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post After the Crash: Five Things to Do appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/lB3x5LcLEGYSource

BMW revealed its 2021 R NineT line-up, with an updated engine to meet Euro 5 requirements, a new rear shock and a new range of Option 719 customization components. For 2021, the line will consist of four models: the R NineT, R NineT Pure, R NineT Scrambler and R NineT Urban G/S. As we previously reported, the cafe-styled R NineT Racer has been removed from the lineup. Apart from the updated cylinder head design and new color options, the styling of the 2021 R NineT remains similar to last year’s model. To meet the more stringent Euro 5 emissions standard, the R NineT’s air- and oil-cooled 1170cc Boxer receives a new cylinder head with new covers, new throttle valves and a new turbulence system which helps to swirl the air-fuel mixture for more efficient and cleaner combustion. According to BMW, the updated engine claims a peak output of 109 hp at 7250 rpm, down from the previous 110 hp at 7250 rpm. Peak torque remains the same, at a claimed 86 lb-ft. at 6000 rpm, but BMW says the new swirling effect produces a noticeable improvement between 4000 and 6000 rpm. All four R NineT models receive a new rear suspension with travel-dependent damping (BMW-speak for a progressive shock) and a new hand wheel for adjusting spring preload. Lean-sensitive ABS Pro is now standard for the R NineT line, as are the new Rain and Road ride modes. Other updates include a new instrument cluster, LED lighting, and a USB charging socket. BMW also offers a range of “Option 719” accessories including various wheels, milled parts and other styling upgrades for each R NineT model. 2021 BMW R NineT The standard R NineT comes in Blackstorm metallic with brushed aluminum as well as three Option 719 colorways: Night Black matt/Aluminum matt, Mineral White metallic/Aurum, and Aluminum. BMW also offers a Riding Modes Pro upgrade which adds a sportier “Dyna” mode, plus dynamic traction control and engine drag torque. 2021 BMW R NineT Pure The R NineT Pure is also available with the standard model’s Riding Modes Pro. The Pure is available in Mineral Grey Metallic or Teal Blue metallic matt (pictured above), as well as the Option 719 Blackstorm metallic/Racing Red, Option 719 Cosmic Blue metallic/Lightwhite or Option 719 Aluminum. 2021 BMW R NineT Scrambler The R NineT Scrambler has two standard paint options: Granite Grey metallic matt and Kalamata metallic matt with tape. The Option 719 colors include Blackstorm metallic/Racing Red or the Cosmic Blue metallic/Lightwhite pictured above. 2021 BMW R NineT Urban G/S The R NineT Urban G/S joins the rest of BMW’s GS models with a 40th anniversary edition black and yellow color scheme honoring the original R 100 GS. The standard Urban G/S comes in Alpine White with tape, and the Option 719 Blackstorm metallic/Racing Red. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 BMW R NineT Models Updated for Euro 5 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/_FJ5kkBxxroSource

BMW introduced a second version of its R18 cruiser, a touring model dubbed the R18 Classic, featuring a large windscreen, passenger seating, saddlebags, electronic cruise control, additional LED lighting and a 16-inch front wheel. Like the R18 cruiser, the Classic is heavily influenced by the original 1936 BMW R5, with the Boxer engine showcased within a double-loop steel tube frame. In his review of the R18, Evans commended BMW for its attention to detail and authentic heritage, even if he disliked the lack of suspension travel and cramped foot position. The R18 Classic doesn’t veer too far from these positives or negatives, even with the mid-mount footpegs replaced with footboards (standard in the U.S. but optional in other markets). Most of the R18’s elements are present on the R18 Classic. The big 1802cc OHV Boxer remains a focal point and its claimed output of 91 hp at 4750 rpm and 117 lb-ft. at 3000 rpm are the same as for the R18 (our own dyno testing produced 82.3 hp and 102.9 lb-ft.) The R18’s bulbous fishtail exhausts were replaced with straight pipes, ensuring enough clearance for the two removable four-gallon saddlebags. The R18 Classic’s windshield is also removable, fitting at the top of the fork tube and connecting at the bottom with brackets. The windshield is connected to a bar which carries additional lighting. The seat on the Classic is thicker and flatter than on the R18, and its 28-inch height is 0.8 inches higher as a result. The R18 Classic’s passenger seat is removable for those riding solo. Up front, the R18 Classic uses a smaller 3.00×16″ wire-spoke wheel fitted with a 130/90 tire compared to the R18’s 3.5×19″ wheel and 120/70 tire. Both models share the same 5.0×16 rear wheel with a 180/65 tire. Both models share the same suspension, with a 49mm telescopic fork and a directly-mounted central rear strut with adjustable spring preload. Suspension travel is also the same, with 4.7 inches up front and 3.5 inches at the rear. BMW claims the R18 Classic weighs 805 pounds, a 44-pound increase over the R18. The two R18 models also share the same braking system, with dual axially-mounted four-piston calipers and 300 mm discs up front, and a single 300 mm disc at the rear. An integral anti-lock braking system comes standard, with the hand lever activating both front and rear brakes. The R18 and R18 Classic come standard with three ride modes: Rain, Rock and Roll, which manage throttle response as well as the Automatic Stability Control and engine drag torque control (MSR) systems. Unlike the R18, the Classic comes standard with electronic cruise control. Optional upgrades include hill start control and reverse assist. Like the R18, the R18 Classic will initially launch with a “First Edition” model in Blackstorm metallic with Lightwhite striping. First Edition models also come with additional badging, a book on BMW Motorrad’s history and other various accessories. U.S. pricing will be announced at a later date. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 BMW R18 Classic First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/oulJOe8S2TMSource

Honda announced a redesigned Grom for Europe, with a new engine, a five-speed transmission, IMU-based ABS and a new, more utilitarian-looking styling. For those keeping track, this is the second redesign for the Grom since its introduction in the 2014 model year. Does the fact the Honda Grom is already on its third design make anyone feel old? I can’t be the only one, right? With the new look comes a new name, at least for Europe. Formerly known as the MSX125, it will now be referred to as the MSX125 Grom by Europeans. We’ve always just called it the Grom in North America, and that’s likely to continue when the 2021 model is announced here. Regardless of the name, the Grom has been a success for Honda, with more than 750,000 units sold worldwide while kicking off a minimoto revival with the Monkey, Super Cub and CT125. The 2021 Grom gets a much cleaner design with straighter lines. The rising tail and two-level seat have been replaced with a flatter, slightly shorter seat (30 inches vs. 30.1 inches if you want to be particular). Honda has always trumpeted the Grom’s ease of customization, and the 2021 model is no different, as the stock design boldly highlights the six large bolts that attach the side panels and tank covers. The 2021 Grom is powered by a new two-valve air-cooled engine. The displacement remains at about 125cc, but that is achieved through a 50.0 mm bore and a 63.1 mm stroke, compared to the previous model’s 52.4 mm bore and 57.9 mm stroke. Honda claims a peak power of 9.7 hp, the same as the previous Grom, but it arrives there slightly later at 7250 rpm versus the previous 7000 rpm. The new Grom, however, sees a slight dip in torque, peaking at 7.7 lb-ft. at 5500 rpm compared to the previous model’s 8.0 lb-ft. at 5500 rpm. Naturally, the new engine meets Euro 5 emissions standards. Honda added a fifth gear to the transmission for a wider spread of gear ratios. The 15-tooth front sprocket is the same, but Honda replaced the previous 34-tooth final drive sprocket for a 38-tooth sprocket. With all these changes, the 2021 MSX125 Grom claims a top speed of 58.4 mph, up from 57.2 mph. The new tail means a new subframe, but the main steel mono-backbone frame remains the same as on the previous model. The design allows Honda to package components like the fuel injection and the electrical parts efficiently under the tank cover while still allowing the fuel tank to increase from 1.45 gallons to 1.59 gallons. The Grom continues to run on 12-inch cast wheels, but the 2021 model uses a new five-spoke design. The suspension remains the same, with a 31 mm inverted fork and rear monoshock. The brakes are similar, with a dual-piston caliper with a 220 mm disc up front and a single-piston caliper and 190 mm rotor at the back. Other highlights include a new LCD dash with rev counter and gear position indicator, and a claimed curb weight of 227 pounds. The 2021 Honda MSX125 Grom will be offered in Europe in a choice of three colors: Force Silver Metallic, Mat Gunpowder Black Metallic, and Gayety Red. We await word on U.S. availability. 2021 Honda MSX125 Grom Specifications Engine Type 2-valve air-cooled single cylinder Displacement 125cc Bore & Stroke 50.0mm x 63.1mm Compression Ratio 10.0:1 Max. Power Output 9.7 hp at 7250rpm (claimed) Max. Torque 7.7 lb-ft at 5,500rpm (claimed) Oil Capacity 0.29 gallons Carburation PGM-FI Fuel Tank Capacity 1.59 gallons Starter Electric Motor Battery Capacity 12V 3.5AH ACG Output 225W/5000rpm Clutch Wet multiplate Transmission 5-speed Final Drive Chain Frame Steel mono-backbone frame Front Suspension USD Front Forks, 31mm Rear Suspension Mono shock, steel square pipe swingarm Front Brake Single 220mm disc with hydraulic dual-piston brake caliper Rear Brake Single 190mm disc with hydraulic single-piston brake caliper Front Wheel 5 Spoke Aluminium Cast Rear Wheel 5 Spoke Aluminium Cast Front Rim Size MT 2.5-12 Rear Rim Size MT 2.5-12 Front Tire 120/70-12 Rear Tires 130/70-12 Instruments LCD digital dash with speedometer, twin trip meters, fuel gauge and clock. Headlight LED Headlight and Taillight Dimensions (LxWxH) 69.3 inches x 28.3 inches x 40.0 inches Wheelbase 72.2 inches Rake / Trail 25° / 3.2 inches Seat Height 30 inches Ground Clearance 7.1 inches Kerb Weight 227 pounds (claimed) Turning radius 6.2 feet Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Honda MSX125 Grom Announced for Europe appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/jJKaC3lzjsYSource

Triumph is set to announce a new sport-touring model to be called the Tiger 850 Sport. The new model will be based on the current Tiger 900 adventure models, with the same 887cc Triple, but we expect it to be purely street-based model without off-road aspirations. This information comes to us via the U.S. Environmental Protection Agency, which certified the Tiger 850 Sport alongside the different Tiger 900 variants. The emissions data and the claimed 94 hp at 8750 rpm are the same as the Tiger 900 models, and unchanged from 2020; the only change is the addition of the Tiger 850 Sport name. Despite the number change, the Triumph Tiger 850 Sport is certified as sharing the same 887cc three-cylinder engine as the Tiger 900 adventure models. Triumph last offered a Tiger Sport in the U.S. in 2012 as the Tiger 1050 SE, while other markets received an updated Tiger Sport model in 2016, also with a 1050cc Triple engine. That Tiger Sport will not meet Euro 5 standards, however, necessitating a replacement. The earlier Tiger Sport models leaned more in the sport-touring direction with 17-inch cast wheels and we suspect the Tiger 850 Sport will follow along those lines. Though it didn’t make it to the U.S., the Tiger Sport was last updated for other markets in 2016. A Triumph Tiger 850 Sport would go up against the likes of the Yamaha Tracer 900 and BMW F900XR. The base model Tiger 900 is priced at $12,500, and we suspect the Tiger 850 Sport will slot in below that, so we’re likely looking at something in the $11,000-12,000 price range, which would be competitive with those two potential rivals. Triumph is set to announce the new Trident roadster on Oct. 30, so we don’t expect to hear any official word on the Tiger 850 Sport until November at the earliest. In other news, the EPA also certified two new Rocket 3 variants for 2021: the Rocket 3 GT Triple Black and the Rocket 3 R Black. Based on the names alone, we expect they will be blacked out versions of Triumph’s 2500cc cruiser. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Triumph Tiger 850 Sport Revealed in EPA Filings appeared first on Motorcycle.com. Source

After announcing the 2021 890 Adventure R and Adventure R Rally earlier this month, KTM revealed a third member of the lineup in the more street-biased 890 Adventure. The 2021 KTM 890 Adventure shares much with the R and Rally models, including its 889cc engine and saddle-shaped low-slung 5.3 gallon fuel tank. The engine tuning is the same, claiming a peak of 105 hp at 8000 rpm and 73.8 lb-ft. at 6500 rpm while meeting Euro 5 emissions standards. Like the other two models, the 890 Adventure comes with a power assist clutch (PASC), which combines a slipper clutch with a lighter lever pull. The transmission is an identical six-speed gearbox, with an optional Quickshifter upgrade for clutchless up and downshifts. The frame is also a similar tubular Chromoly steel design, only it lacks the R model’s orange powder coating. The differences between the 890 Adventure and the R model are fairly apparent at a glance: Up front, the non-R model loses the beak, gaining a tire hugging front fender instead. The wheels set-up is similar, with a 21-inch front and 18-inch rear wheel, but KTM opted for more road-biased tubeless Avon Trailrider dual-sport tires instead of the R model’s Continental TKC 80 adventure tires. The suspension system is also different, with the 890 Adventure getting a APEX 43 fork and APEX monoshock instead of the R model’s higher-spec WP XPLOR-USD fork and a preload-adjustable XPLOR PDS rear shock. The APEX suspension offers 7.9-inches of travel, less than the R model’s 9.4 inches but sufficient for some off-road bumps. The 890 Adventure does gain a taller windscreen, which is better suited for wind protection on highways. The non-R model also gains a height adjustable two-piece seat plus passenger grab handles. The brakes are the same as on the R model, with dual 320 mm front rotors with radially-mounted four-piston calipers and a 260 mm rear disc with two-piston caliper. A disengageable Bosch 9.1 MP ABS system (including cornering ABS and an off-road mode) is standard, as are the traction control system and selectable ride modes. A Rally mode with crisper throttle response and nine levels of wheel slip control is available as an optional upgrade. Other standard features include a five-inch TFT display, cruise control, a WP steering damper and an adjustable handlebar. The 2021 KTM 890 Adventure will be offered in orange or gray paint schemes. U.S. pricing has not yet been announced. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 KTM 890 Adventure First Look appeared first on Motorcycle.com. Source

When the email came through about a dual-sport trip to Nevada not long after getting home from Colorado, I casually dismissed the invitation. I had heaps of work on my plate and an ongoing home renovation project – both of which were already requiring more attention than I had to give. Once things started to slow down and I had completed some of the looming projects, it didn’t take long for my relentless wanderlust to creep back in. I went back into my inbox to give the Nevada email another look. The itinerary spanned 850 miles of riding over six days with a travel day on either end. Of course, I knew the trip would be spectacular. The person putting it together has loads of experience in the area and a lifetime of GPS track logs built by putting in the time and miles exploring. Could I get away for another week with everything going on at work and home? Did I want to? If so, I’d have to convince my boss and then get approval from Evans, too. Just as I began to really consider the possibility, I remembered the stories I had heard from the last couple of attempts at this itinerary. Two years ago, the ride had ended prematurely with a blown bike, and last year, the trip was cut short due to a broken collarbone. “Hmm, maybe I don’t want to do this,” I thought. People always say bad things happen in threes and I didn’t want to be the third to have a bad break, mechanical or otherwise. With all things considered, I decided to go for it because, well, I’m young and foolish. I’m the type that never says, no. I’ll always take on assignments, projects, etc. Maybe it’s the FOMO, or just that I truly enjoy new experiences, whatever they may be. I brought the idea up to Evans, and we discussed whether or not I should take vacation or bring back a story or two and call it work. Always hungry for more content on the site, he suggested I talk to Honda about using its CRF450L for the trip. Why not? After all, Brent and I’s comparison test a while back saw the Honda faring pretty well against the time-tested KTM 500 EXC-F. I’d have a chance to put the Honda to the test in a way we rarely get to these days. With only about five percent of the itinerary’s mileage consisting of pavement, it would be a fantastic way to test the real dual-sport capability of the Honda CRF450L. A big thank you to IMS for coming through with a three-gallon tank for the Honda CRF450L. The shape of the IMS tank works really well with the bike and doesn’t alter the bodywork or seating position much at all. Check out IMSProducts.com for more info. After confirming with Honda the availability of a 450L, we were set, or so I thought. A heavy workload for our friends at Honda North America nearly had me taking vacation instead. I had asked about using the 450L, which wasn’t a problem as they had one available, but I had a few requirements: a larger fuel tank, proper knobbies wrapped around heavy-duty tubes (it’s rocky in Nevada), and wrap-around handguards. They could deliver on all but the handguards, So, I asked for replacement levers to stow in my pack for insurance. I really wish manufacturers would fit dual-sport and enduro bikes with wrap-around handguards from the factory, but that’s a rant for another time. Up until a day before I was planning to pick up the bike, everything was cherry. Then, a miscommunication about the timeline led to a text message that the bike would not be ready in time. Honda thought they had one more day to prepare the 450L than they did. As I finished prepping my personal dual-sport for the trip and was about to submit my vacation request, I got a call from Honda’s PR manager that he thought he would actually be able to pull it off and have the bike prepped for pick up later that day. As we spoke, he was rummaging through parts bins to find extra levers and locating some slightly used Dunlop D606s to have mounted. Reliability isn’t just found in the company’s machines, the folks we deal with at Honda North America are just as dependable and weren’t going to let us down if they could help it. The next morning I loaded the CRF450L between a couple of pumpkins in the back of a friend’s Transit and headed northeast. We met the other two members of our posse at the motel where we would be stowing the vans for the next six days. After dinner, our crew turned in early to get a reasonable start the next morning – it always takes a little longer the first day to get everything set before blast off. Day one was spent getting used to the bike on some slick gravel-strewn fire roads and two-trackers. The day was mostly fast paced with some really fun faint two-track trails running through dense fields of sagebrush. I added three clicks of rebound damping to the shock which helped keep the rear end much more planted and compliant during fast sections where the rear was previously rebounding much too fast over large bumps and g-outs. The adjustment didn’t seem to cause any issues in slower technical stuff either. The throttle and powerband took some getting used to though. The throttle requires a bit of attention to avoid abruptness, particularly when the motor is spun up. During technical rocky climbs when the motor was in its powerband, I had a difficult time minimizing wheel spin and keeping traction. As the rest of the day had hinted, the fork felt pretty harsh when taking bigger, slower hits. In the faster, more flowing trail sections that weren’t littered with rocks, it felt fine and totally in its element, but in slower sections over large rocks, the fork felt like it would get to a point in the stroke where the damping felt like you were trying to shoot molasses through a pinhole. The day concluded with a rocky descent through switchbacks on the side of a massive canyon. At the bottom, sits a small community consisting of a double-digit population replete with character. The saloon/motel was across the dirt road from the gas pump which meant we didn’t have far to walk for everything we needed. Our waitress (and cook) the next morning was Nancy, a cheeky elderly woman whose ribbing was cleverly timed and enjoyed, despite the early morning hour. A light, steady drizzle came down as we warmed ourselves with coffee inside the restaurant. Overnight, a cold front had rolled in leaving the gorge shrouded in fog so dense it concealed the surrounding mountain tops. The waterproof pack jacket I had brought would be seeing early use during this trip. Once we were full of caffeine, salty meat, and eggs, we geared up and set off for what would turn out to be quite the day for yours truly. Hey! That’s where I broke my clutch lever! We made our way out of the canyon through winding fire roads. The light rain remained constant and while doing a slow u-turn, I had my first tip over. At almost zero mph, I couldn’t get my foot to the ground fast enough and slowly dropped the 450L on the downward slope. As soon as it happened I knew I had probably broken the clutch lever. Unfortunately, I was correct. This is one of the reasons I prefer wrap-around handguards, because it is so easy to break a lever in a silly situation like this one. Thankfully, there was still enough lever to use with two fingers due to the notched tip, so I didn’t bother replacing it. I just filed the sharp edges down a bit with a rock. After cruising through more miles of fire roads, we dropped into some faster two-track trails that meandered through rolling grasslands where cattle grazed. I came up to a large wallowed-out muddy stream crossing at speed and thought I would take a less-used line to the side. Never have I so quickly and completely cleared the handlebars of a motorcycle. You see, that little stream was cut deep enough into the earth that it swallowed the Honda’s 21-inch front wheel and sent me shoulder first into that cold muddy stream. When I got up I felt water run out of my helmet down the back of my neck. It was around 50 degrees that morning so, needless to say, it was more than refreshing. I tried not to think about all of the cows and what the stream might have washed down with it. Soaked in what looks like super clean water that definitely did not have any cow poo in it. About the time I was utterly soaked in questionable water, the rain let up and the sun came out. Later in the day, we regrouped and encountered yet another mudhole. More tentative than I might have been had I not gone over the bars earlier in the day, I stopped, assessed the situation, and decided to give it a go at a particularly sloppy section. With what turned out to be not enough speed and aggression, I got myself stuck. After attempting to power through the mud, I was sunk to my rear axle in slop. It took three of us to pull the machine out and we nearly lost one of our crew (or at least her boots) to the bottomless goo. See lead image. Today was not my day. I hadn’t had this much trouble on a dirtbike since I started riding four years ago. And it was only day two! The trails turned rocky as we began to climb, dipping down periodically into small valleys of Aspens tucked neatly between rolling hills. During a particularly long and steep rocky climb, I felt like the only way I’d make it to the top was to carry some serious speed while choosing my line as best as possible to avoid the craggy embedded rocks that were coming at me with equally serious ferocity. After smashing into a few especially hard-edged corners, I made it to the top. Worried about the possibility of a pinch flat I checked both tires throughout the next few miles. I couldn’t believe how much of a handful the bike had been, but then I remembered that the Honda weighs nearly 50 pounds more than my similarly equipped dual-sport, and some of that weight is fairly high in the frame, meaning that it gives the bike a pendulum effect when knocked back and forth. During normal riding, the Honda masks its weight quite well, but in more technical terrain, it’s noticeable. After a quick regroup at the top we pushed on, spacing out to avoid the little dust there was and give each other room. I crested a hill at what was probably the top of third gear and something happened. I’m still not sure what, but it sent me to the ground so hard and quick that I still can’t comprehend it. I watched the bike slide down the trail and then into the grass on the side. As I got up, fairly stunned, I saw my tool belt had ripped off of my waist and my GPS had too flown the coop. The term “yard sale” comes to mind. The two riders following me eventually caught up and saw the mess I had made of myself. Thankfully, the bike started just fine, but the handlebars had been pretty severely tweaked. I tried to straighten them out by holding the front wheel between my knees and jerking the handlebars to one side. It helped a bit, but they weren’t perfect. I decided to ride with them the way they were until our next regroup. At this point, I was ready to call it quits. Despite the beautiful scenery, and what might have otherwise been enjoyable trails, I was done. I started hatching a plan to go back to the motel where the vans were sitting and just work from there until the others finished their ride. With all this bad luck, bad riding, whatever it was, I started to worry that I was going to end up seriously injuring myself. Just a taste of the miles of wide-open silt beds to come. “F*************CK!” I yelled, as I landed on my side in a deep silty road. I should have probably been focusing on the ride. The expletive was shouted more out of frustration than pain. Imagine falling into a giant pile of flour. Everything was covered. The bike and I looked antique. It would seem the Honda had had enough of me. The bike would turn on, the lights, dash, etc., but the starter button did nothing. After surviving the severe impact earlier, I was shocked that this low-speed tip over in powder would have done in Big Red. Then I noticed the rear wheel was completely locked. In neutral, the rear wheel wouldn’t budge, the chain had absolutely no slack in it. Once realizing that the chain had jumped some teeth, perhaps from being too loose, we got the chain back on the sprockets and then adjusted for the appropriate tautness. The wheel was back to spinning freely, but the bike still wouldn’t start. After a lot of troubleshooting with my basic mechanical know-how, we decided, in the waning light, that we needed to get back on the road. We were still 25 miles from our destination. This is why you should, 1.) Not ride alone, and 2.) carry a tow-rope. With no tow-rope in my pack, I was at the mercy of the two much more, um, mature riders that had stuck around with me during this debacle. The other two members of our quintet were far enough ahead that they had to continue into town to try to get gas before the only pump for 50 miles shut down for the evening. They didn’t make it, so there was no turning back to check on the rest of us and, as my luck would have it, one of those two were the most mechanically knowledgeable of the group. A KTM 500 XC-W ended up towing me 23 miles into town through more silt, narrow winding trails, and then a skosh of highway. In the middle of all of that, I managed to coast downhill by myself for two miles. I forced myself to keep my hand and foot off of the brakes in order to get as far as possible. Day two had sucked. After some detective work by our ride leader in the motel parking lot, he was able to narrow the starting issue down to a blown FI fuse, after of course, we had cut and by-passed the clutch interlock sensor (sorry, Honda). The bike started, and I was set to continue on our ride. Great. No really, I was appreciative. What else was I going to do? Sit in a town consisting of a gas station, a bar, a motel, and a few houses for four or five days while I waited for the others to come get me? You do what’s necessary on dual-sport rides. No hammer? Grab me that big rock! The following morning consisted of microwave burritos, instant coffee, and bringing the bike back to its pre-Ryan rideability. We loosened the triples in order to get the fork legs straightened out and decided we would try raising the fork tubes to see if we could get the bike steering a little quicker while we were at it. It was also pointed out that the rear wheel had been rubbing the exhaust which meant I had tweaked the subframe, the exhaust, or something else. Once we got the handlebars straightened, we laid the bike on its left side and started looking for a piece of wood tall enough to reach from the ground to the exhaust. It hurt me to have to do this more than it hurt the bike. What you can’t see is that, although I am stomping on the motorcycle, I put a folded up belt under the left grip so it wouldn’t get damaged. My stomach turned at the thought of what we were about to have to do to this press bike. The guys had not stopped giving me grief asking what Honda was going to say when I returned the bike. I wasn’t sure. I still “owed them a beer” from the Africa Twin disaster during our last big ADV shootout. When I set the bike on its side in the gravel parking lot, I had put a folded up belt under the grip so it wouldn’t get damaged which, of course, brought more heckling from the peanut gallery. After what I had put the bike through, who cared about a grip? I did. Ugh, poor bike, I thought to myself as I climbed on top of it. I grabbed one of the guy’s hands to stabilize myself as I jumped into the air and slammed my boots down on the Honda’s frame. The stump we had placed between the ground and the exhaust held firm and with one jump I had bent the muffler out of the way so it was no longer in danger of being contacted by the rear tire. Oh, and it turns out, in all of my excitement, I hadn’t checked the tire pressures and, without a tire gauge in my tool pack, I took one of the guy’s pushing on my rear tire on the trail and saying, “Feels the same as mine” as a good enough measurement. After all the trouble I had, we decided to check the pressure and it nearly blew the pencil gauge’s measurement bar out the end. I had somewhere north of 25 pounds of pressure in my rear tire and roughly the same in the front. I should have been running 15 or so on both ends. I couldn’t believe I had made such a stupid mistake. Of course, this was adding to a lot of my traction issues. While the Honda’s engine characteristics still made things tricky, the high pressures had exacerbated the issues. Looking brand new! After all of that abuse, the bike was ready to roll once more. I asked the motel/gas station owner if I could use a hose to clean off the bike. After all, it was the least I could do for the poor machine after stomping on it. Once we hit the trails, the only thing we had to backpedal on was the fork height adjustment. Moving the fork tubes up had made the bike incredibly unstable. It felt like the wheel was under the motor so we returned them to the factory position which was much more stable. With a refreshed yet cautious attitude, I tackled the day from the back of the pack. I never felt totally comfortable in the rocks with the 450L, and that hadn’t changed. The suspension just wasn’t jiving, and the fork was delivering a lot of those impacts directly to my hands and wrists. At the last section of the day, I had a good run following one of the guys through a faster, vegetation-dense section of trail that ended at a cattle gate that would need closing after we had all passed through. I decided I’d wait till our last rider came through to help close the gate. After what started to seem like a worrying amount of time, she showed up. Note the missing supports on the back of the used KTM caliper. “Something happened to my rear brake,” she said, worried. She mentioned there had been a loud noise from the rear, a puff of white smoke, and then pedal pressure went away. She’d also found a stick lodged in the pedal afterward. It took only a quick look at her rear brake to see that the inboard supports on the caliper had blown off and the piston was now pushing the brake pads into the rotor to the point that the inner pad had been almost severed at that point by the friction. “This itinerary is cursed,” I thought to myself. It was her bike that blew up two years ago, too! I told her I’d bet our lead rider (her boyfriend) says, “I’ve never seen anything like that!” when we caught up with them at the pavement stretch back into town. Sure enough, on cue, “I’ve never seen anything like that!” he blurted out. Looks like a good enough motorcycle stand as any, I suppose. The Honda wasn’t the only one getting beaten up on our trip. That little snafu caused the couple to miss the next day’s intended route. Rather, they decided to use BFRs to get to our next destination and spent the morning calling shops and dealerships to see if they could get a caliper delivered to the evening’s motel. A single shop in Idaho had one rear caliper in stock. The dealer told us the entire state’s KTM dealerships have their parts inventory visible to one another, meaning that it was the only one in the state. At least some good fortune was had. They helped to arrange a courier service delivery that would have the caliper to the motel that evening, which it did. In the morning, we swapped in the new caliper and pads and she was ready to ride. Good as new. Our ride leader, Jim, wasn’t going to let anything stop him from finishing this itinerary out. We’d see it through till the end this time! 2020 was the year (ha!). The following day started out rocky and stayed that way. It was 145 rocky miles of hell. Okay, that may be an exaggeration, but with the way the Honda performed through rockier sections, I wasn’t looking forward to an entire day of it. I was too worried to carry much speed for fear of getting a pinch flat (especially now that my pressures were where they should be). And the way the Honda was smashing through the rocks, I didn’t want to go any faster anyway. I slowly made it through the day. I can still feel the pain in my hands, no doubt permanent at this point, as I’m typing this two weeks later. The end of day five took us through some really beautiful trails flush with Aspens and through a few stream crossings. Thankfully, these were full of rocks rather than cow excrement. We were warned that there was a long steep uphill toward the end. “Nothing too technical, you just don’t want to lose momentum,” I was told. That hill nearly defeated me. On the first attempt I got stuck and dug a hole quickly in the dry, loose rocky dirt. Back at the bottom for a second try, I let a good amount of air out of my rear tire, drank the half-ounce of water I had left, and gave it another go, stalled, and had to come back down again. A third attempt kicked me sideways and shot me off downhill and the bike landed upside down. Picking up a 300-pound motorcycle with its skid plate facing uphill in terrain you can barely stand on is tiring. Absolutely exhausted from getting beat up by the bike all day, I had to take some time to catch my breath and suck whatever moisture I could out of my Camelbak. Our ride leader rode down and offered to ride the Honda up the hill and let me use his bike. No f*cking way was I going to let that happen. I politely declined, and then, in anger, blasted my way to the top of the hill. Sometimes you just need to be angry enough. At the top, I had a clear view of a steeper hill climb, albeit shorter, ahead of us. One guy tried and failed so we decided to go cross country and traverse the side hill that happened to be littered with massive piles of tombstone-sized scree. Everyone struggled a bit, including yours truly (hard to imagine, right?), but we managed to make it to the top. At that point, the ride into town was a cakewalk compared to where we had come from, but it was still sprinkled with a few steep rocky descents. We were back in the small village we had stayed at the first night, and the saloon had never looked so welcoming. After some impressive stand-up comedy from the bar/restaurant/motel’s (and many of the other businesses in town) proprietor, we had burgers at the bar and promptly went to bed. This bit of trail triage required patching some holes in the radiator with Quick Steel. It worked flawlessly. Day six, the final day. I was happy to be on the home stretch. It turned out that when the bike had ended up upside down on that steep hill I must have poked a couple of holes in the radiator. At our first regroup out of town we decided that the amount of coolant on my left boot necessitated a fix. Down the Honda went again on its side as we performed more trail triage on the big girl. Once the Quick Steel had cured we topped her up with water and we were good to go again. So was I. Knowing that it was the last day rejuvenated my battered and broken spirits and thankfully, the trail, although it was 160 miles or so, managed to be a lot of the faster flowing terrain that the Honda was much more adept at railing through. In the afternoon, we snaked through canyons with tall reddish-brown jagged walls stretching high to meet the perfect blue sky above. The dirt road was lined with golden Aspens glowing in the Autumn sun. I think we all slowed down through that portion just to enjoy the scenery. Our last miles were spent passing through a 198,000-acre private ranch that our ride leader had acquired a permit for, giving us special permission to travel through the area. Slightly sunburnt, thoroughly battered (maybe that was just me and the 450L), and inundated with dust. We reconvened at the highway that would take us back to our starting point. What a ride. The Honda CRF450L had managed to make it through despite my abuse. If I owned the bike – which I may be forced to once Honda reads this – there are some definite measures I would take to remedy some of the issues I had. Weight savings would be first. Stripping everything I possibly could and replacing parts with 450X components like the rear subframe, where feasible. Next, I would send the suspension out to get re-valved and probably change the spring rates. The IMS three-gallon tank is a necessity for the type of riding I do. The stock two-gallon tank simply won’t cut it. And last but not least, wrap-around handguards. I would also probably throw on some of my favorite Bridgestone X40s on with HD tubes, too. With that work, I think I could be happy with the CRF450L, but as it sat on this trip, it was a handful. Not all of my issues were caused by the bike, for sure, but I think with the aforementioned changes, I would have had a smoother ride. Or maybe I wouldn’t have, and the itinerary really is cursed. I’m not sure I’ll go back to find out. The post The Infamous Nevada Itinerary appeared first on Motorcycle.com. Source

We know that this won’t come as a surprise to you, but there are bad people out in the world, people who think that they should have your motorcycle. While we probably all agree that these dirtbags should be strung up by their thumbs with their toes ever-so-lightly touching a fire ant hill, we’re not here to think about retribution. Instead, let’s try to keep our motorcycles in our own possession. Here at MO, we’ve written about the importance of locks when it comes to keeping your bike safe. However, you can go even further in to protect your ride by using a motorcycle alarm. Best Motorcycle Locks Bike alarms typically are one of two varieties. The less-expensive option is to combine the lock and alarm into one noise-making security device. While these are not as secure as the category of hidden alarm systems, which can optionally kill the ignition, they do allow your bike to scream for help when someone tampers with it. Within this more secure group, a wide array of options becomes available, including GPS tracking or remote notification. The current problem with motorcycle alarms is that the market has been inundated with extremely cheap alarms of questionable quality. Would you really want to trust your motorcycle to an $18 bicycle alarm that is zip-tied to a frame member. This is the type of stuff that we’re trying to avoid. Unfortunately, the signal-to-noise ratio is on the low side, requiring a little research on your part. This buyer’s guide is an attempt to turn up the squelch so that you can find the level of protection that meets your budget. So, if you have a bike that you love, and you’d like to keep it, perhaps, you should look at the alarm systems below to see what steps you can take to prevent motorcycle theft. Table of Contents MYSBIKER Motorcycle Alarm Disc Brake Lock – $25 Oxford OF3 Boss Alarm Disc Lock – $110 Gorilla Automotive 9100 Motorcycle Alarm with 2-Way Paging System – $180 Scorpio SRX-900 Security System – $200 Scorpio Maverick Security System – $250 MYSBIKER Motorcycle Alarm Disc Brake Lock – $25 Coming in at the low end of the price range, the MYSBIKER Motorcycle Alarm Disc Brake Lock secures your bike’s brake disc and features a 110db alarm that sounds for 10 seconds when the lock/bike is jostled. According to MYSBIKER, the lock/alarm is waterproof with a long-lasting battery that is easy to replace with the included tool. The locking pin is 6mm in diameter and the case is constructed of forged stainless steel. Additionally, there is a 6-foot reminder cable to keep you from the embarrassment of trying to ride your bike with the lock attached. Shop Now Oxford OF3 Boss Alarm Disc Lock – $110 Oxford is a name brand in the motorcycle lock world, and the Oxford OF3 Boss Alarm Disc Lock combines the company’s durable disc lock with a 100db siren. Independently tested, the Oxford Boss Alarm Lock is water, vibration, frost, and heat proof. It is also easy to use featuring a removable, sealed unit alarm module, making it easy to change the batteries. Comes with batteries and a free Minder Cable included and now with a longer shackle can be used either as a padlock with a chain or as a Disc Lock. A version with a 6-foot triple heat-hardened 12mm square link chain is also available. Shop Now Gorilla Automotive 9100 Motorcycle Alarm with 2-Way Paging System – $180 The Gorilla Cycle Alarm with 2-way Pager offers protection for motorcycle enthusiasts that want the ability to keep track of their bike’s security at all times. The alarm features an internal tilt sensor that triggers the alarm when the motorcycle is moved off of its side stand. The Shock Sensor triggers with impact and is adjustable to 7 levels of sensitivity. The 2-Stage feature allows the siren to give a ‘warn-away’ chirp for light impacts and to fully trigger for larger impacts. Finally, the Current Sensor detects changes in battery voltage and triggers the alarm if the bike is started. Every function of the alarm can be monitored on the pager’s LED screen from up to 1/2 mile away. Shop Now Scorpio SRX-900 Security System – $200 The Scorpio SRX-900 is an easy to install security system that is compatible with just about any 12V motorcycle. Installation is as simple as connecting a wire to each battery terminal and one to a switched accessory wire. The SRX-900 system has been optimized to use as little power as possible. For its sensing mechanism, the SRX-900 utilizes a built-in dual-axis accelerometer that is able to detect both impacts and changes of angle. This allows the module to be mounted in any position or angle without reducing its effectiveness. Should the system detect that something is amiss, it will activate its built-in 120 dB siren and notify all paired remote controls within a 1/2 mile. Disarming is simple. Once the remote is detected, the system disarms itself automatically, no need to fish around in your pocket with your gloves on. Once your ride is over and the remote goes out of RFID range (2-3 feet), the system automatically rearms itself until you and the remote return. Shop Now Scorpio Maverick Security System – $250 The Scorpio Maverick Security System utilizes industry-leading technology that will alert you via push notifications on your smartphone for any disturbances within up to a 2-mile range. The included key fob remote contains RFID technology to automatically arm and disarm your Maverick system as you’re in close proximity. This alarm system is truly hands-free. With an Alert History list in the Maverick app, you’ll know exactly what time an alert trigger happened. Installation is straightforward with a universal 3-wire harness. Just connect a wire to each battery terminal and one to a switched accessory wire. A free app is available for Apple and Android devices and does not require a subscription. 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 Alarms appeared first on Motorcycle.com. Source

Four years ago, I bought my first real dirtbike (the 1978 Suzuki TS185 my friends and I passed around as kids didn’t count). It was a 2009 Kawasaki KX250F modified for desert trail riding. Foolishly, I bought that bike before I had a way to transport it to the desert that it had been modified for, or anywhere else really. At that point, I hadn’t owned a truck or any other four-wheeled vehicle for nine years. As numerous motorcycles made their way in and out of the garage over that time, I hadn’t felt the need or interest to own anything more than a few streetbikes thanks to southern California’s year-round riding season. Of course, considering my new purchase came with a red sticker instead of a license plate, it wouldn’t take long to realize that relying on others to come get me and my bike to go riding simply wasn’t a viable solution. Not long after, I bought a four-wheel-drive 1998 Ford Ranger from a co-worker. It had plenty of miles on it, but still ran like a top. Just so happens that truck was one year newer than the Chevy S-10 I bought when I was 16. Movin’ on up! Diagonally, I could fit a single bike in its bed with the tailgate closed. To make hauling two bikes easier, I mounted a single eye-hook in the bottom of the truck bed near the cab. It was simple, and it worked. The only reason I bought the truck was for hauling bikes anyway. Sure, there are plenty of aftermarket bike bars, and chocks out there to help secure motorcycles in a truck bed, but until now, I had never heard of a truck whose bed had been specifically designed, at the manufacturer level, to make hauling motorcycles easier. The GMC CarbonPro carbon fiber composite truck bed is just that. When equipped with the MultiPro tailgate, it makes loading, hauling, and unloading bikes a breeze. Durability and malleability were key factors in GMC’s decision to make a carbon fiber reinforced polymer truck bed. The carbon fiber used in the CarbonPro bed is actually one-inch strips of the material mixed into a polymer that allows GMC to easily mold features such as the wheel chock indentions into the bed while also allowing scrap material to be shredded, melted down, and reused for other reinforcement components. Photo courtesy of GMC. That’s not just some PR claim from GMC either. The CarbonPro truck bed’s utility for hauling bikes runs deeper than simply adding a few more tie-down points and throwing some dirtbikes in the back for marketing photos. In fact, the new truck bed’s lead designer, Carl Zipfel, has been riding motorcycles since age seven. Just a few years later Zipfel started racing, and in 1985, he began competing in the Supercross and Outdoor National series in the U.S. As we motorcyclists know, once you start riding and become a passionate enthusiast, the love of riding permeates to your core. So, it’s no surprise to see that this project of Zipfel’s incorporates a few nuances that make GMC’s CarbonPro truck bed that much better for hauling bikes than the next truck. Not only did I have the opportunity to put the 2020 GMC Sierra Denali fitted with the CarbonPro truck bed to the test, but I also had the chance to interview the motocross racer-turned lead designer, himself. I’ll let Carl answer some questions we had about this latest development from GMC. 10 Questions with GMC’s Lead Designer Behind the CarbonPro Truck Bed Photo by Steve Fecht for GMC. MO: Could you share with us a bit of your background as a motorcyclist turned designer? CZ: At age 7, I got my first motorcycle for Christmas (Kawasaki Trail 75). I began racing motocross by age 10 and moved up through the amateur classes. In 1985, I started racing in the AMA pro supercross and outdoor nationals. After a few years of chasing the dream, I knew I had to find a career for which I had a similar passion as racing. After seeing a student exhibition of futuristic car and motorcycle designs, I found my way to the Cleveland Institute of Art and majored in Industrial and Transportation Design. In 1993, I graduated and immediately began working for the General Motors Design Center. I have been involved in the truck design studio for the majority of my 30-year career and have managed the GMC design team throughout the development of our new GMC Sierra. MO: What sparked the idea behind redesigning the truck bed? CZ: At GMC, we are always pushing for innovations that benefit our customers. While developing the all-new GMC Sierra, our leadership had an initiative to develop a lighter, stronger, innovative pickup box. We had been developing and testing our MultiPro tailgate system and decided that a great compliment to it would be our CarbonPro box for our GMC AT4 and Denali trim levels. MO: Will we see any other models from GMC using the CarbonPro truck bed? CZ: At this point, there are no plans to offer CarbonPro on our other trim levels. However, we are continuously striving to improve our products. MO: How did you decide on the material? CZ: The CFRP (Carbon Fiber Reinforced Polymer) was the perfect material to design a lighter and stronger pickup box. It is approximately 60 lbs. lighter than our steel box, and it’s tough. A journalist bent an aluminum baseball bat while pounding on the CarbonPro box floor at a recent event we hosted. The CFRP material also provided an added level of formability over the steel panels. For 2020 at least, the CarbonPro bed is part of a package for the Denali that includes not only the carbon fiber reinforced polymer bed, but also 22-inch gloss black wheels and the MultiPro Kicker audio system, a $4,055 option. MO: Carbon fiber is generally considered an exotic material that drives up cost. How much does this drive up the cost of the CarbonPro bed versus just incorporating a similar design in an aluminum or steel bed? CZ: The CFRP was developed as a proprietary blend with a supplier, with the goal of finding the best applications on our products and helping to drive a new competitive advantage for GMC. The CFRP provides us with improved formability, allowing us to design more efficient structure features, like the wheel chock indents in the front bulkhead that can’t be done with steel. MO: Were there any interesting features that have been considered for truck beds that haven’t made the cut? CZ: We are constantly conceptualizing in the design studios and have developed many innovative ideas. The development process is robust enough that a new innovative idea has to earn its way in, by being viable for mass production, quality, cost, durability, and so forth. MO: Do you know how many of your customers (percentages) historically use their trucks for powersports-related activities? CZ: We continuously receive feedback from our customers throughout the development process and learned through our research that powersports is one of the more consistent uses for a pickup. For example, we know that more than half of our Sierra customers use their trucks to primarily tow equipment for outdoor adventures, including things like hauling motorcycles, dirt bikes, ATVs, or snowmobiles. Photo by Steve Fecht for GMC. MO: What about the CarbonPro truck bed might appeal most to motorcyclists? CZ: There are a couple of features influenced by motorcyclists that resulted from the ability to form the box differently than a steel box. After various tests, we determined that the front bulkhead needed structural vertical ribbing, and that quickly became an opportunity to design integrated wheel chock indents. We were also able to integrate additional tie down hooks on the bulkhead that are easier to reach and provide proper placement for the center tie downs if there is more than one bike. We moved the LED box lights further forward and up high into a protected position along the side panels. We have a 120V power plug at the rear of the box. When combined with the functionality of the MultiPro tailgate, loading, unloading, and securing motorcycles in the CarbonPro box becomes a much easier and safer task. MO: How much of the design was driven by customer research versus personal interest (if any)? CZ: We typically interact with customers on four occasions throughout the development process of an all-new truck like the GMC Sierra. During these interactions, existing truck owners have a chance to view and provide feedback on new designs and ideas. We use their feedback to help inform the development of the final designs. The CarbonPro bed offered us a unique opportunity. We could develop the box to suit a wider array of truck owner needs, with features like two-tier loading options, more tie down hooks, LED lighting, and power plug, while benefiting customers carrying powersports equipment, motorcycles or mountain bikes. The work never stops. Using the MultiPro’s inner tailgate for a work surface was more convenient than I had originally thought and ended up being one of the more useful of the six configurations while out camping. MO: What do trucks look like in the future? Not necessarily on the physical side of things, but rather what’s important to the truck user and the manufacturer moving forward? CZ: The most important aspect is the functionality and capability of a truck, it cannot be compromised. We are always striving to improve. In the future, you will see improvements in efficiency, including better, stronger, lighter materials. Improvements in the range of the vehicle. New technologies in lighting. Trim levels that are diverse and designed for specific lifestyles and customer needs. Technologies that make traveling safer, easier, and more enjoyable. GMC will continue to create professional-grade products that are innovative, premium, and designed with our customers in mind. In The Field Now that we know the what and why, it was time for field testing. I pitched an idea to my editor that involved a trip to Colorado to do some alpine testing of the Husqvarna FE 350s and the Beta 300 RR among other things. One trip yielding four stories? That’s all the boss needed to hear and my request was approved. I received both bikes just days prior to heading to CO and finished packing my camping supplies the night before (as usual). When the 3:30am alarm went off, it was one of the few times that I willingly jumped out of bed ready to hit the road. The excitement was too much. Having a step down integrated into the tailgate made loading and unloading the GMC Sierra CarbonPro bed a breeze. Loading the bikes into the Sierra Denali was made easy by GMC’s MultiPro tailgate. The six-way configurable tailgate – which I honestly thought was a bit gimmicky when it was first introduced – came in quite handy. No need for an extra step up into the bed, just fold the tailgate down and then fold the, er, secondary tailgate down further, and you can step up into the truck bed. There’s just one caveat, the angle isn’t perfect as the step is still pretty close to the truck. I’d be more hesitant to use it with a larger motorcycle since it compromises the leverage you have over the bike. For lighter motorcycles like dirtbikes though, it works great. Tie-down points, wheel chock indents, and overall capacity of the CarbonPro bed made securing these two dirtbikes easier than any other truck I’ve used to haul motorcycles. It does seem that the wheel indents are placed too high to be much use for motorcycles with smaller wheels (think the standard 17-inch sportbike wheel). Once in the bed, the size of the CarbonPro truck bed, its ample tie-down points and integrated wheel chocks indents make securing motorcycles as easy as it always should be. Not only is there plenty of room to move around the bikes to secure tie-downs, but also the three anchor points which are strategically placed in each corner, plus the two on the bulkhead, allow for the right lashing points for any size and type of motorcycle. The size, indents for wheels and plentiful mounting points are what make the biggest difference when hauling bikes. That said, the CFRP bed actually provides really great traction (wet or dry) compared to other composite truck beds I’ve used. If you’ve found yourself alone in the rain loading a 600-pound motorcycle into a truck sitting on a slight incline, you’ll appreciate the CarbonPro’s ample traction. When tossing gear in the back or using kickstands while loading, the CarbonPro bed also resists scratches better than any composite bed I’ve previously used. As for the truck itself, the 2020 GMC Sierra that I tested was fitted with the company’s top-o-the-line Denali trim and loaded to the gills with options. As you might imagine, it was a sweet ride. The 6.2L V-8 mated to its 10-speed automatic transmission had more than enough power to let you easily forget you were hauling 500 lbs of motorcycles and the suspension kept the truck feeling planted and level with minimal body roll. The cockpit also provides a luxurious experience full of supple dark leather and rich (real) wood accents throughout, accompanied by all the technology one would expect to find in a modern luxury four-wheel drive truck (and probably more). That’s where GMC sees itself as the only truck maker in the category. The company’s luxury truck, the Denali, is more than capable of pulling normal truck duties while looking and feeling elegant. With the AT4 – the company’s “off-road” trim package – the feeling is mutual as the AT4 brings with it most of the amenities the Denali delivers with less chrome, a more menacing appearance, and a plethora of off-road focused upgrades like a two-inch lift, skid plates, an Eaton locking rear differential, upgraded dampers, and meatier rubber. The interior of the top-level Denali trim on the GMC Sierra 1500 isn’t a bad place to spend 12 hours driving. Photo courtesy of GMC. Interior space is ample for the driver and passenger as well as in the back seat. Folding the rear bench seat up provided plentiful storage inside, enough for two sets of camp gear, a decent-sized cooler, moto gear, and a ramp. I only kept the bikes and gas cans in the bed. Adaptive cruise control, the heads-up display, Bluetooth connectivity, maps, and the heated/air-conditioned seats kept me happy throughout the 1600-plus miles I spent in the truck, which was essentially in two 800-mile increments. The truck is loaded with cameras. Front, back, side to side. I’ve been stoked about the new “birds-eye” view ever since automakers started including this. With the image from all of the cameras stitched together, it makes backing up and parking quite a bit easier whether it’s maneuvering around stumps at a campsite, or trying to park the big truck in the city. Not to mention that there are what seem like dozens of ways the different cameras can be arranged at one time on the Sierra’s eight-inch display You can go too far with the cameras though, it seems. One of the very few things I didn’t care for on the Denali I was loaned was the lack of an actual center rear-view mirror. Rather, the truck has a screen shaped like a mirror that uses one of two wide-angle cameras facing rearward near the top of the cab next to the taillight. It’s fine during the day with nothing in the bed, or even with two motorcycles loaded but, if you have one motorcycle loaded in the middle, it blocks almost the entire field of view. Furthermore, the camera does not work well at night, producing grainy, vague footage on the rear-view screen. I’d opt for the real deal instead of the screen. On the gravel roads out to our campsite, the truck stayed composed even over graded corners as the road snaked up into the mountains. During my time with the Sierra, I averaged 17 miles per gallon with two motorcycles in the back and a variation of highway, city, and gravel mountain roads. Once at camp, unloading the bikes was as easy as loading them. We could have even had tunes blasting if we wanted to since our tailgate was equipped with the Kicker audio accessory. The weatherproof system allows you to hardwire audio in, or use Bluetooth to connect your phone to play music. But I’m not the kind of guy that drives into the backcountry to blast tunes. So, it didn’t get used. The Kicker audio system accessory included in the MultiPro tailgate went unused during my time with the GMC, but I’m sure it would make for some bumpin’ tailgating entertainment. The MultiPro tailgate is particularly useful for loading and unloading dirtbikes and getting used to the step being a little closer to the truck didn’t take long. After the bikes were unloaded, I ended up keeping the inner tailgate folded down most of the time for ease of climbing into the truck bed to gear up and whatnot. There is even a handle that swings out of the side of the bed for a grab rail while stepping up onto the tailgate. I used the tailgate in the closed position with the inner section folded out as a table to give it a try. It worked nicely and if I were at a job site and needed a work surface at chest height, it’s a nice feature to have. After seven days of camping and riding, it was nice to know loading the truck to head home would be easy and secure. Once packed and heading down out of the mountains, I was able to enjoy all the niceties that the Denali trim offers over the next 800 miles home. Make no mistake, you’ll be paying for that luxury and new technology, but, as always, one just has to decide if it is worth it for them. At a hair over $70,000, the truck I tested was nearly double what I paid for my own new truck, but there is definitely an argument to be made for the 2020 Sierra Denali 1500. As a guy who is constantly moving motorcycles around of all shapes and sizes, it’s pretty cool to see a manufacturer throw a bone to the folks on two wheels. If a truck can make your job even just slightly easier, while also being enjoyable during daily use, it has done its job. The post A Week with GMC’s Sierra Denali CarbonPro appeared first on Motorcycle.com. Source

Kawasaki has announced it will be producing the Versys 1000 S for the European market. Currently, the top trim level available in Europe is the Versys 1000 SE, which includes the KECS – Kawasaki Electronic Control Suspension. The new S model will ditch the KECS in favor of traditional 43 mm Showa components at both ends, adjustable only for rebound damping and spring preload. Undoubtedly, this will also bring the price down. Here in North America, we’re still left with only one Versys 1000 option: The Versys 1000 SE LT+. Otherwise, the Versys 1000 S will feature all the features from the SE model, including the 1043 cc inline-Four with ride-by-wire throttle activation, which gives the Versys the ability to feature cruise control. An Inertial Measurement Unit (IMU) is the centerpiece of the many electronic rider aids available on the V-1000-S, which includes the Kawasaki Cornering Management Function (KCMF). KCMF modulates brake force (KIBS) and engine power (KTRC) to facilitate smooth transitions from acceleration to braking, helping you trace your intended arc through a corner. The suite of electronic rider aids also includes KTRC traction control as well as selectable engine power modes to suit conditions and rider preference. The Versys S also comes with three rider modes which automatically combine pre-determined traction control and power settings for sport, road, rain plus a rider (manual) mode. A large adjustable windscreen offers protection from the elements and the upright seating arrangement offers comfort for rider and passenger alike. Additionally, the Versys 1000 S can also be fitted with the accessory Low Seat (20 mm height reduction) which facilitates an easy reach to the ground. Bringing the Versys 1000 S to a halt is the KIBS intelligent anti-lock brakes, utilizing powerful radial mount mono-block front brake calipers. LED headlamps give a bright view of the road ahead. The Versys 1000 S also comes with a TFT gauge display and LED cornering lights, along with a Kawasaki quick shifter for fast and seamless changes up and down the gearbox. This is mated to an assist and slipper clutch with light lever action for easy modulation. The Kawasaki Rideology App delivers Smartphone connectivity, meaning owners can “pair” with their bike via a Bluetooth connection and see riding logs and other machine-specific information such as service and oil change intervals. For 2021 the Versys 1000 S is also equipped with Kawasaki’s Highly Durable paint which, via a “trampoline effect” of still semi-liquid molecules within the coating, can change the appearance of light scuffs back to standard looking paintwork using a high-tech recovery process. Touring niceties on the Versys 1000 S include clever additions such as a dash-mounted 12V power source, standard grip heaters, hand guards, and the aforementioned adjustable windscreen. Available in four editions in Europe, there’s the Standard Versys 1000 S model, Tourer, Tourer Plus, and Grand Tourer editions; each model being fitted with a gradually increasing number of touring items from panniers, handguards, and a tank pad for the Tourer model. The ultimate spec is a comprehensive long-distance package for the Grand Tourer offering the most luggage space thanks to the addition of a 47-liter top case complementing the clean mount panniers with one key fitting every lock on the machine. The post Kawasaki Announces Versys 1000 S For European Market appeared first on Motorcycle.com. Source

What makes for the best motorcycle jacket comes down to a lot of different variables, not excluding rider preferences. So rather than tell you that the following jackets are unequivocally the best, we’ve decided to highlight offerings that we’ve previously included in our more focused jacket lists (textile, leather, winter, women’s etc.) to give you a smattering of what Motorcycle.com sees as some of the best jackets currently in production. Table of Contents Airbag Jackets/Vests – Alpinestars Tech-Air 5 System $700 Leather Jackets – Schott Perfecto $825 Textile Jackets – REV’IT! Sand 3 $500 Women’s Jackets – Dainese Racing 3 Perforated Lady $580 Summer Jackets – Spidi Multitech Armor EVO $300 Winter Jackets – Held Carese II Gore-Tex Jacket $849 Airbag Jackets/Vests – Alpinestars Tech-Air 5 System $700 Not technically a jacket, the Tech-Air 5 is a slim, self-contained wearable airbag vest designed to be worn under virtually any jacket. The system provides unrivaled upper body protection uniquely covering the rider’s shoulders, critical in motorcycling accidents, in addition to the chest, ribs and full back. The Tech-Air 5 Airbag System offers the most comprehensive coverage of any motorcycling airbag available today. Best Motorcycle Airbag Jackets The state-of-the-art Tech-Air 5 System features six integrated sensors (3 gyroscopes and 3 accelerometers) to continuously monitor the rider’s position. An algorithm developed closely with MotoGP race data and data from over 2,000 lab-simulated crash scenarios determine when and how the system deploys. The airbag has a maximum inflation time of up to 40ms (or less, depending on vest size). The impact absorption while wearing the airbag results in a decrease of impact force by up to 95% compared to a passive chest or back protector. Inflation time is quick enough to deploy the airbag before the rider’s first impact with an obstacle. In addition, the vest will protect stationary riders in the event of a rear-end collision. The airbag has a battery life good for 30 hours of riding time on a single charge, and an LED display conveniently shows system status directly on the garment. The system features Bluetooth connectivity to pair with the Tech-Air App, which uses the rider’s phone to display the system’s operational status, battery status and provide detailed analysis of a ride. Over-the-air firmware updates are also handled through the app. Alpinestars includes a micro USB charger for quick recharging. Shop Now Leather Jackets – Schott Perfecto $825 Remember the jacket Marlon Brando wore in “The Wild One”? This is it. The Original. The Perfecto, by Schott. The grandaddy of them all, Schott and Brando defined the leather motorcycle genre with this jacket. Constructed from U. S. sourced, drum dyed, hand cut, heavyweight 3-3.5 oz. steerhide leather, the Perfecto is the standard to which others have followed. For example, take the offset zipper and slash cut front zip pocket. The Roland Sands jacket above has the same design, as do many other jackets from nearly every manufacturer. Another signature Schott design is the huge back panel design, but other signature touches include the snap-down lapels and attached belt with nickel plated buckle. There’s not actually any armor or padding inside, but for many people, we imagine this is a non-issue. Best Leather Motorcycle Jackets Shop Now Textile Jackets – REV’IT! Sand 3 $500 An upgrade to the popular Sand 2 Jacket, the Sand 3 offers 4-season functionality while refusing to compromise on any single season. For hot weather, the polyester shell offers longer zippers to open enlarged areas of 3D mesh to the airflow. For wet weather, the waterproof layer is completely removable for better dry weather breathability. The thermal liner is also removable and can be carried in the roomy back pocket. Combine all the layers for the cold and wet or remove them all for a free-breathing summer jacket. The zippers allow for fine tuning of all temperatures in between the extremes. Seeflex CE Level 2 protection is included at the shoulders and elbows, while the jacket can accept the optional Seesoft Back Protector-Type RV. The Sand 3 can also accept Challenger Cooling Vest and Hi-Viz Connector Vest for even more versatility. Finally, either the Leatt or Moveo neck brace can be accommodated. The REV’IT! Sand 3 is available in sizes S-4XL. The color combinations are: black, black-blue, sand-black, and silver-anthracite. Best Textile Motorcycle Jackets Shop Now Women’s Jackets – Dainese Racing 3 Perforated Lady $580 The Dainese Racing 3 Perf. Lady Leather Jacket offers both the form and the function you crave. Constructed of perforated Tutu cowhide leather, the jacket offers plenty of abrasion resistance while still letting the cooling air flow through. Aluminum inserts on the shoulders and elbow armor take care of the impacts on your corners. A pocket for the optional G1 back protector is included. Two colors are offered Black/White and Black/White/Fuchsia. The Dainese Racing 3 Perf. Lady Leather Jacket is available in Euro sizes 38-54 and retails for $319-$570. Best Women’s Motorcycle Jackets Shop Now Summer Jackets – Spidi Multitech Armor EVO $300 If you’re pretty sure it’s not going to cool off anytime soon and you want maximum protection, Spidi’s tactical-looking mesh jacket could be the hot-weather setup. Abrasion-resistant Polyamide mesh outside, nylon Tactel inserts and Tenax reinforcement in impact areas, with Warrior Back and Chest Protector and CE Level 1 Multitech protectors on shoulders and elbows. Five pockets hold your stuff, and an optional waterproof H2Out liner is available. Very Mad Max, very lightweight, and combined with a large drink bladder, could be just the thing for offroad adventures. It can be worn under an outer shell, too. Best Summer Motorcycle Jackets Shop Now Winter Jackets – Held Carese II Gore-Tex Jacket $849 Designed with sport and adventure touring in mind, the Held Carese II Jacket delivers year-round functionality along with impressive styling. Constructed with zippered direct venting on the front, back, and arms for warm weather, and for cold or wet weather, the removable Gore-Tex liner has you covered. The inner lining is provided by CoolMax breathable mesh. Crash protection comes from Held Cloverleaf SAS-TEC shoulder and elbow armor. A Temperfoam back pad is included, and an optional back protector is available. Waterproof external pockets carry your little essentials. The outer shell is constructed from 500D DuPont Cordura. Rider comfort is handled by shoulder stretch panels and a waist belt, along with dual arm adjustments. Of course, there is a soft collar and reflective 3M Scotchlite material. The Held Carese II Jacket is available in sizes S-3XL in the following colors: black, grey-black, grey-blue, grey-orange, and grey-red. Best Winter Motorcycle Jackets Shop Now The post Best Motorcycle Jackets appeared first on Motorcycle.com. Source

Interesting things appear in the Inbox now and then, and this was one of the more interesting ones. Jeffrey Krause’s dad, Darrel W. Krause, was one of the first people American Kawasaki hired when it came to America, at just about the same time the Mach III 500 made Kawasaki a large blip on our radar screen. Jeffrey writes: Hello Mr. Burns, I am the son of one of the Kawasaki-USA (KMC/AKMC) founders. I wrote a few articles regarding the US history of Kawasaki. Recently, I found additional photos, documents and a thank-you letter for my father. These newly-surfaced documents (all in one stash) are Darrel’s records about the testing of the prototype N100 from Japan in 1968. It was the first Kawasaki 2-stroke Triple, which would become known to the public as the 1969 H1-500 / Mach III. Darrel was (as far as I can tell from research) only the second ‘native’ manager hired by Kawasaki when they established a corporate presence beginning in 1966. Darrel, in turn, later hired Tony Nicosia. My dad, who was 27, was hired after sacrificing his own job as manager of a brand-new dealership, to prevent Kawasaki from being defrauded by that dealership’s owner, who’d hired him. We were instantly homeless and jobless, and fled the state in fear of retribution from the owner. I have many original slides, negatives and even a video or two. Darrel’s pre-Kawasaki career was managing his own photography studio in South Dakota, so he wound up also serving as KMC/AKMC’s first resident photographer. Because of this he was only rarely seen in early photos – wrong side of the camera :). It would simply be nice if people could have a chance to see these photos and some of the key elements of my dad’s story, which is 100% true. Yours, Jeff Krause How could MO turn down an offer like that, especially since Jeff had already written the thing up. In second person. Why not? Take it away, Jeff. It’s 1966. You are 27 years old. You had temporarily dropped out of college to pursue an offer to help manage a new motorcycle dealership. You moved your young family from South Dakota to Omaha for this, but the dealership shuts down almost before it starts, due to shady legal dealings. What now? You are basically homeless, with a wife and two small children depending on you to figure this out. However, someone notices you and your struggle, and is impressed enough to make you a job offer in the wake of this disaster. You sign on with an obscure Japanese company none of your friends have ever heard of. They’re trying to sell motorcycles for as low as $131 wholesale. In 1966, they have basically zero market share in the US. Their total budget for the year, for the US, is initially not very much. But if progress is shown, you’re told, the parent company may invest more. The mother company in Japan is about as desperate as a multinational corporation can be when it comes to its motorcycle division. Compared to their other divisions – ships, factory machinery, engines, aircraft and rail – the motorcycle division is not exactly a moneymaker. We do have bigger fish to fly. The Japanese government expects more motorcycles and spares for some years to come. Government pressure was a very real thing in Japan, so quitting would have consequences. The company must either withdraw from the motorcycle business, or go all-in by founding a corporate presence in the West specifically for motorcycle sales. Stuck between profitability and the government, the company decided to make the most of a bad situation by trying to expand sales. Before 1966, Kawasaki sold tiny quantities of bikes in the US under the Meguro name. Since the ‘big’ Japanese players – Honda, Yamaha and Suzuki – had already established beachheads in America, extracting market share was not going to be easy. The others all had a head-start. On the other hand, those brands were also leading interference for the Japanese team, in a game that was heretofore played really only by the British and Americans. Independent importers like Alan Masek of Masek Auto Supply in Nebraska were interested (Alan is probably the guy who offered you the job; his father Fred was already Kawasaki’s midwestern distributor). Ryozo Iwaki and Yoji Hamawaki got approval from the home office in Tokyo to spend a little money on the venture. At first, they hired just a couple of ‘natives’ like Alan and you, dad, Darrel Krause. They referred to this little company by the acronym AKMC, and hired marketing consultant Paul Collins. Having fled Omaha after having to call the cops on your own boss at that failed dealership, you move to Chicago for the new job, where you’re immediately tasked with investigating a marketing proposal on Kawasaki’s behalf. You dive in headfirst. The import competition: Honda’s models are very reliable, and their sensible and politically-correct slogan is ahead of its time: “You Meet the Nicest People on a Honda”. Nancy Sinatra sings “These Boots are Made for Walking” on the radio. Meanwhile Yamaha and Suzuki chase Honda for market share in the West. Your Brand? Not much of a player. What to do? Get attention. How? Ask the factory in Japan, who’ve been making those little $131 motorcycles, to produce something more powerful, yet inexpensive. Something to grab attention. Ideally the motorcycle equivalent of a cheap American muscle car. This is a motorcycle few would buy for use inside of Japan. But you do have an edge, because your factory has aircraft engineers it can borrow from that division – and some pretty good ones too. So you write up a “Big Bike” comparison and analysis. This 1967 wish list contributes both to the development of a three-cylinder motorcycle and a big-bore four-stroke. For now, you are unaware the factory has either already started working on both, or soon will. Your report to your superiors helps confirm their priorities. A hands-on kind of a guy, Darrel, along with Chief Galbraith and others, set a bunch of Bonneville records on Kawasakis before the Mach III even existed. It took about one Chicago winter for everyone to agree establishing a new HQ in Gardena, California, might be a better idea. Honda was there already, while Suzuki and Yamaha were also putting down roots in Southern California. You pick up the family, including me and my sister, and move to Long Beach. Not long after your report lands, what does the factory send over for testing? A prototype designated N100 – a 500 cc piston-ported two-stroke with three Cylinders, three exhaust pipes, three carburetors and CDI Ignition (a first). N100 prototype, trying hard to look British before somebody in the styling department had a better, more contemporary idea that managed to penetrate. It wasn’t exactly what you had in mind, but it was fast, decent-handling (for the era) and way less expensive than anything any other brand was offering with such big-bike performance. KMC’s chain of command is more complex today. You wear simultaneous hats including AKMC’s first Service Manager, New Products Manager, and also its first Racing Manager. Your main title requires you to test this strange new beast on challenging roads and extreme conditions within the target market country. OK, fire up the pickup truck, load up an advance sample of next year’s A7-350 Avenger as a chase bike, gas up the prototype, and prop a home weather station on the dash of the pickup for some metrics. You head east, where there are still no speed limits in 1968. Your test rider and engineer can run the bike though its paces in the heat of the desert and also the freezing air of the mountains not far away: Yuma. Needles. Mexicali. You test two slightly different engines. Make notes. Forward to the factory through a gracious engineer named T. Egawa, who was along to facilitate testing. It was a team: The knowledge and skill of a professional racer as a test rider, A skilled engineer from the factory in Japan, managers to budget, report (and pay everyone) – and the amazing talent of Kawasaki’s aircraft engineers in Japan, tasked with a huge workload to bring such a motorcycle to fruition in such a short space of time. Less than a year after this shoe-string effort, Cycle World dubs the Mach III “World’s Fastest Production Motorcycle” – ‘Fastest’ in this case meaning a combination of quick and fast. But that’s just one of a slew of awards from the media as the accolades begin rolling in. Suddenly Kawasaki is a player in the US market. There was also something inexplicably awesome about the sound of a two-stroke Triple. Customers at the dealerships noticed it, and in 1972 the H1 was joined by the even more outrageous H2 Mach IV 750. Suzuki flattered Kawasaki’s engineers with the GT750 Triple three years later, partially perhaps to cash-in on that super-cool Triple sound. Rubber of bridge, anyone? A note from Engineer Egawa. Inexpensive? Yes. Though it was perhaps the most expensive bike Kawasaki had produced up to that time, the H1 was still much cheaper than a Honda CB750 or anything else, none of which could quite match its smoking banshee two-stroke performance in a straight line, a fact which did not go unnoticed at the height of the muscle car era. This unapologetic, no-frills 1/4-mile king put a no-name brand on the global map in just a matter of months through the skills of Vice President Alan Masek, Marketing/Promotional Manager Paul Collins, and another guy you hired named Tony Nicosia, who went on to make quite a name for himself after babysitting for your kids a time or two. Tony N. deserves his own story. Here’s one from Cycle News. The long and short of it is that the 1969 H1 started a snowball of models that set the stage for the release of the first motorcycle to really earn the title Superbike, the 1972 Z1, and I’m super proud you were involved in all of it. Is there a lesson to be learned? I think there is: If you already have a brand reputation to protect, there are always plenty of people around to hold you back. But if you don’t, bold moves might be just the thing. Darrel Krause, who had quite the life and his share of bold moves according to his obituary, died in 2003, in Santa Maria, California. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Kawasaki Comes to America, Jeff Krause’s Dad, and the ’69 H1 Mach III appeared first on Motorcycle.com. Source

KTM announced a new 890 Adventure R and a limited edition 890 Adventure R Rally, introducing a new, Euro 5-complaint follow-up to our reigning Motorcycle of the Year, the 790 Adventure R. The 890 Adventure R will be the standard model, while the Rally model adds a number of race-ready components and will be produced in a limited run of 700 units worldwide (with 200 units destined for the U.S.). The 2021 KTM 890 Adventure R is powered by a liquid-cooled DOHC 889cc parallel-Twin engine, similar to the one that powers the 890 Duke R. Beyond increasing the displacement, KTM increased the mass of the crankshaft by 20%, claiming improved rideability, especially with low-rpm torque. Compared to the 790 Adventure R’s 799cc engine, KTM claims the 890 produces an additional 10 hp and 8.9 lb-ft. more, claiming a peak of 105 hp at 8000 rpm and 73.8 lb-ft. at 6500 rpm. To match the more powerful engine, KTM updated the Power Assist Clutch (PASC) with new friction plates. KTM also revised the six-speed transmission, shortening the shift lever travel and adding lighter spring action for faster shifting. The fourth, fifth and sixth gears also received a glass bead blasting treatment for improved reliability. KTM will also offer an optional Quickshifter+, which adds clutchless up and downshifts. The chromoly steel trellis frame appears similar to the 790’s frame, but the 890 however receives a new, lighter subframe. Like its 790 predecessor, the 890 Adventure R uses a saddle-shaped 5.3-gallon fuel tank that puts most of its volume low in the chassis. The low-slung tank lowers the center of gravity while allowing the rider’s legs to stay closer together. Metzeler supplies the Karoo 3 adventure tires for the 21-inch front and 18-inch rear wire-spoke wheels. The standard R Model comes standard with tubeless wheels with a tire pressure monitor system (TPMS) available as an option. The 890 Adventure R Rally uses the same Karoo 3 tires but its narrower DID DirtStar rims that are not tubeless and cannot be fitted with the TPMS. For either model, KTM offers as an option slightly narrower, almost enduro competition-ready wheels that fit bib mousses. The 890 Adventure R comes with an updated 48mm WP XPOLR-USD fork and a preload-adjustable XACT PDS rear shock. The Rally model swaps in a WP XPLOR PRO 7548 fork that offers more adjustability, and a fully-adjustable WP XPLOR PRO 6746 rear shock. WP also supplies a steering damper for the R model. Both the R and R Rally models use twin 320mm front brakes with radial-mount four-piston calipers up front. The 260 mm disc with a double-piston floating caliper for the rear wheel appears similar to the rear brake of the 790, but the 890 uses new, isolated pistons with isolation plates between the pads and pistons for better heat management. The 890 also receives a new stainless steel rear brake hose for reduced heat and less brake fade on long downhills. Cornering ABS is standard, with a special off-road setting that deactivates rear wheel ABS while reducing front wheel intervention. Traction control is also standard, but the 890 uses two separate controllers to measure rear wheel slip and lean angle to calculate the amount of traction to supply. KTM claims the updated system is smoother and less abrupt. Traction control can also be disabled. Both versions of the 890 offer an off-road ride mode that reduces power and softens throttle response. The mode also allows for more wheel slip and disables anti-wheelie control. The Rally model gets a extra Rally mode (optional for the regular R model) that offers snappier throttle response and nine selectable levels of wheel slip control. For 2021, the Rally mode is optimized for a wider range of surfaces. Other features include an adjustable handlebar, LED headlights, and a five-inch full-color TFT display  In addition to the differences outlined above, the 2021 KTM 890 Adventure R Rally also receives an Akrapovič exhaust (which KTM claims is 35% lighter), a taller, flatter seat, carbon fiber tank protectors, larger footrests and a shorter, clear windscreen. U.S. pricing and availability remain to be announced, though KTM will begin taking pre-orders for the 890 Adventure R Rally on Nov. 3. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 KTM 890 Adventure R and 890 Adventure R Rally First Look appeared first on Motorcycle.com. Source

When you’re not scrambling to make ends meet or get ahead, it seems like you’re constantly rallying the troops, possibly ’round the flag but usually just trying to instill pep. It’s always something, and both of those things are so ingrained in my psyche that I barely even miss roosting on the track or burning up the backroads. We were less impressed with the all-new Triumph Speed Twin than we expected to be a couple weeks ago, but when SoCal Motorcycles let us swap it out for a new Scrambler 1200 XC, it was love at first ride. Maybe in the ’60s, scramblin’ meant riding around in the desert with McQueen and those guys, but with the current state of infrastructure, now you can interface gnarly terrain without leaving the city. Scrambling is now something you can do every day. Urban Scrambling With its 7.9 inches of fully adjustable Showa/Ohlins suspension, the Scrambler XC is the answer, and crucially, its 33.1-inch seat is still accessible to 5’8” people like me. Hit the magic cruise control button on the freeway, and feel free to stretch out atop its long flat seat as required. Leaning into the 80-mph breeze, I like to use the passenger pegs from time to time, and a nice tank bag would be ideal to lean upon. A competitor of MO’s that’s known for picking the Ten Best Motorcycles every year named the sistership Scrambler XE its Standard bike of the year, which seemed rather strange. Now I think it’s a great choice – but the XC is a bit more standard than the XE (which our boy Ryan Adams put many miles upon). And in this corner would be the Indian FTR1200 Rally, which is not all that different from the base FTR1200 except it gets a 2-inch higher ProTaper handlebar, cool wire-spoke wheels (19-/18-inch, tubeless) wearing Pirelli Scorpion Rally tires and a couple of other things to make it more Rally looking – even if it gets the same suspension, with 5.9 inches travel at both ends, as the regular FTR. That’s not a bad thing at all, though, since we can’t really ride an FTR without being tempted to take it down dirt roads. It just gives off that adventurous vibe does it not? For being as alike as they are on paper – same displacement, same wheelbase, same seat height, close to the same weight – these two motorcycles couldn’t be much more different. Going Places I rode the Triumph an hour up the freeway one bright morning to meet the other kids, and was thinking to myself as I cruised along, the FTR is in trouble, this Triumph is so sweet. After an Ethiopian breakfast that reminded me why that country is known for famine, I stayed on the Triumph as we blasted up Sand Canyon, where I continued to be surprised by its handling on twisty pavement: She’s kind of high off the ground, but that 21-inch front tire still has plenty of grip and feel thanks to the supple Showa fork. There’s more than enough well-behaved thrust right off idle. The FTR is going to have its work cut out for it… Then I swapped onto the FTR, twisted its throttle and OH HELL YES SWEET BABY JEEBUSS!! Nice as the Triumph’s Hi-Torque 1200 is, it can’t hold a candle to the Indian’s low-rpm whump. With its shorter stroke, higher compression and lighter flywheel, the FTR is well on its way to making 80 ft-lbs of torque as soon as you twist its throttle. To the Triumph’s golden retriever, the Indian is more un-neutered pit bull straining at the leash, and you’re glad for the bolster in the seat. With nothing in the way of traction control save the rider’s restraint, wheelieists need switch nothing off to get the front airborne. The FTR’s suspension is firmer than the Triumph’s, its ergonomics just a skosh sportier, its exhaust barkier – and everything about it says it’s going to leave the Triumph in the dust. And yet, when we blast off down the tight, twisty, bumpy Sand Canyon, it doesn’t quite shake out that way. The FTR’s 112 horsepower has you grabbing the brakes into lots of corners that the Triumph seems to roll smoothly through on its pillowy suspension with maybe a downshift. The FTR buries the XC in terms of horsepower, but it’s a far closer contest in the torque department. The Triumph’s unobtrusive yet insistent power delivery has you rolling the gas back on really early and often, and it’s also 24 pounds lighter than the Indian. The end result is an Anglo-American stand-off in which the FTR’s powerful bluster fights to a near draw with the Triumph’s unruffled smoothness – John Wayne versus James Bond. Both bikes, with their sit-up ergonomics, are a blast to ride on twisty asphalt, in completely different ways. On faster, smoother pavement, the FTR would pull away, but we were fresh out of fast smooth pavement this day. Scrambling, Rural If we’re talking scramblers, though, all good pavement must come to an end. My main objection with scrambling is you never really know when the nice graded two-lane you’re on is going to devolve into a rocky moonscape or a bottomless silt pit when you’re too far down it to turn around. But if you know things aren’t going to get too stupid where you’re going, either bike will work. When things do begin to get jiggy, the FTR (which is probably called Rally and not Scrambler for this very reason) is the one you’d rather not be on, simply because of it shorter suspension travel and less ground clearance, and the fact that there’s no skid plate to protect its oil filter and battery – which things it carries right behind the front tire. A sharp rock could ruin your day; the Triumph comes with a nice aluminum skidplate. And the Indian’s 19-/18-inch wheel combo isn’t bad at all for off-road work, but the Triumph’s 21-/17-in. wheelset is even better, as is its 2-in.-greater wheel travel. When the FTR starts to feel harsh off-road on its stiffer springs, the Triumph is usually rolling serenely along. If you were worried a 2-in.-taller handlebar on the FTR would be too tall, you shouldn’t have been. It’s actually better than the original bar both on the trail and the street for average-height people (Ryan and I are both 5’8”), and its width is a nice compromise between control and in-town not-too wideness. What’s missing from the Rally, on the left grip, are the controls for the traction control, since it has none (nor the touch-controllable TFT display found on the “S” version of the FTR). In off-road use, that lack of TC along with the bike’s massive off-idle thrust, means that judicious throttle control should be one of the tools already in your bag. If you whack open the FTR’s ripsnorting engine in first gear you better be paying attention. In second gear, you could still high-side yourself in a straight line or off the side of the mountain, and probably also in third. Luckily, all that power and torque is delivered linearly, with no flat spots or surges to surprise you. You’ll note all the off-road photos are of young Ryan on the FTR, who’s going through his dirt phase. He was a big fan of how easy it was to steer the Rally with its back tire. Another potential problem is that the FTR’s ABS can’t be switched off, but on the short, not-so-steep descents we did, the bike’s 12.5:1 compression ratio provided enough engine braking to keep downhill speed in check. Meanwhile, you can turn the Triumph’s TC off if you’re a hero, but why would you if you’re not? Its Off-road mode lets you spin the rear tire a little but not too much, and it switches off the rear tire’s ABS while it puts front ABS into a mode that stops the bike surprisingly hard on dirt roads without locking it up. The Triumph’s Off-road mode is swell. At one point I got off the trail in the Mojave to turn around, was diverted by a large pile of ladies’ shoes, and found the rear tire digging itself a hole in the soft sand. Uh-oh. Normally I’d keep the gas on until I was sunk to the axle and yell for help. This time I also kept the gas on, and the bike’s computer had the engine going whuH whuh whUUNH whuh, while the rear tire dug itself out of the silt, spat out a high-heeled pump, and deposited me calmly back on the trail. Awesome. Thank you. The FTR’s governor kicks in at 125 mph; the 1200 XC brain says enough at 116 mph. “On the Indian,” says Ryan A., “I’m not sure if it’s mostly the riding position or if the front number plate is actually punching a big hole in the air, but I felt way less pressure on my head, chest, and arms. The Triumph is much slimmer between the legs all the way down to between the heels.” Pin the Hi-Torque engine in first gear in the loose stuff and nothing much happens but bog; in second gear the ECU allows more tire spin and the bike slinghshots you forward in a very satisfying and safe way. What could go wrong? Meanwhile, to get himself and the FTR unstuck from another sand pit two trash heaps over, Ryan Adams could be seen off in the distance throwing up Miss Budweiser roosts of dust while its mighty engine bellowed away. That also worked, but seems more potentially disastrous if you should find yourself alone out there. Different strokes. Long Days in the Saddle… We go to great lengths to bring you the scoop and the video, and the swell thing is these are both nice to ride a couple hours home in the warm desert air after the sun sets. Did I mention that both bikes have cruise control? When you stop for gas, you can back off the damping in the Triumph’s fork with a credit card, and its lovely Ohlins shocks with your fingers, and it’s a nice, 80-mph Barcalounger that, like I mentioned up front, gives you quite a few seating options thanks to that long flat saddle. In slow going, the high exhaust system on the right can get a bit warm, but once cruising above 20 mph or so, it’s nearly completely unobtrusive in riding pants. On a cold night, the lack of wind protection would be a bummer, but then you already knew that. The Indian “Aviator” saddle’s lip locks you a bit more in place and kinks your knees a bit more acutely. It fits my 5’8” body just about right, but might be confining if you’re much taller. Its suspension is non-adjustable (except for preload and rebound damping in back), but it still floats along the straight and narrow in reasonable serenity. The Rally also gets a small flyscreen, and together with its slightly more compact riding position, feels a bit more protective on the ride home. Both bikes have full LED lighting, but the FTR’s headlight bores the biggest hole in the darkness; it’s really bright. For real adventuring, you’ll wind up cursing the FTR’s 3.4-gallon fuel tank, which has its low-fuel light staring at you way too soon. The Triumph’s 4.2-gallon tank is a little better, and its much better fuel mileage – 41 to 33 mpg for us – gives it way more range. For MO adventuring, we need to stop every 100 miles or so anyway for a Frappuccino and to play with our phones, so no big deal. The Triumph has an excellent foam-lined case with USB under the seat; the FTR’s port is right next to the speedo up front. FTR Rally instrumentation is pretty bare-bones. FTR1200 S gets a touch-screen TFT along with ride modes, traction control, etc. The Triumph gets a TFT display with various appearance options, along with controllability of the bike’s various ride modes. It fits the XC’s savoir-faire, which is everywhere. Back at the Home Office If you’re planning to actually go off-road quite a bit and want to maintain your health and your motorcycle’s, I think you want the Triumph and its excellent Off-road mode and more mellow, yet still plenty potent power delivery. If you’re really only rarely going to blast down dirt roads, you want the FTR and its rockem sockem robot motor, beautiful Titanium Smoke paint, and general fashion forwardness. If you want nannies and 112 horsepower, what you could do is just order the Indian FTR 1200S, which comes with “lean-angle sensitive stability control, ABS, traction control, and wheelie mitigation control,” then pony up for the Rally Collection, which includes your aluminum wire-wheel set, tall handlebar, high mudguards, a high-mount Akrapovič exhaust, radiator covers, your flyscreen and a high license plate holder. But that’s gonna set you back $5,730 on top of the $13,999 S price. Viewed from that angle, the FTR Rally seems like quite the bargain. Know thyself. If you’re a confident dirt person, you’ll be okay on the FTR. If just the thought of a few miles of deep sand makes sweat begin to roll down the small of your back but you still want to explore, you’ll be happier and more likely to return intact on the less powerful but more technically sophisticated Triumph. Wait for it: These bikes are both winners! The Indian kills the Triumph in Objective scoring, thanks to its lower price and large power advantage. But the Triumph turns it around in Ryan’s and my Subjective scoring, thanks to its excellent suspension, off-road superiority and excellent electronics. In the end, the Triumph ekes out the win, with a 90.96% rating to the FTR’s 90.03. Frankly, I’m not sure if I accept the results. Maybe we should ride some more and see… Indian FTR1200 Rally + Highs Best mass-produced motorcycle engine ever built in Amurica Most fun you can have in daily, madman about town use No pesky ride modes and things to need constant adjusting – Sighs No pesky Off-road mode to keep you from hurting yourself off-road We already beat Indian up about the too-small gas tank Critical prow giblets are exposed to damage as delivered Triumph Scrambler 1200 XC + Highs Hi-Torque twin is so smooth and persuasive Great suspension for both road and trail Off-road mode is a great safety blanket, or you can turn it all off – Sighs Like with the Speed Twin, a little more top end power wouldn’t be a bad thing You’ll be needing a bunch of pricey Triumph accessories including the flyscreen, handguards, etc… I can’t think of anything else to complain about dammit John Burns In Gear Helmet: Shoei Neotec Splicer 2 $799 Jacket: Spidi Hard Track DNA (discontinued) Pants: Trilobite Prado Elastic Men’s Jeans $175 Gloves: Dainese 4-Stroke Evo $160 Boots: Sidi Arcadia Tex $170 Ryan Adams In Gear Helmet: Bell Moto 3 $300 Jacket: Dainese Alger Nomad $580 Jeans: Alpinestars Crank $250 Gloves: Racer Mickey $120 Boots: REV’IT! Rodeo Boots $290 Scorecard Indian FTR Rally Triumph Scrambler 1200 XC Price 100% 96.4% Weight 95.4% 100% lb/hp 100% 69.5% lb/lb-ft 100% 89.0% Total Objective Scores 98.5% 91.9% Engine 95.0% 91.3% Transmission/Clutch 90.0% 90.0% Handling 90.0% 90.0% Brakes 85.0% 92.5% Suspension 83.8% 92.5% Technologies 80.0% 95.0% Instruments 75.0% 90.0% Ergonomics/Comfort 88.8% 90.0% Quality, Fit & Finish 87.5% 90.0% Cool Factor 90.0 86.3% Grin Factor 95.0% 90.0% John’s Subjective Scores 89.0% 90.0% Ryan’s Subjective Scores 86.9% 91.5% Overall Score 90.0% 91.0% Specifications Indian FTR Rally Triumph Scrambler 1200 XC MSRP $13,499 $14,000 Engine Type Liquid-cooled DOHC V-twin, 4-valves per cylinder Liquid-cooled SOHC, 270°- crank parallel-twin, 4-valve/cyl. Displacement 1203 cc 1200 cc Bore x Stroke 102 mm x 73.6 mm 97.6 mm x 80.0 mm Compression Ratio 12.5:1 11.0:1 Maximum Power, rear wheel dyno 112.5 hp @ 8400 rpm 74.5 hp @ 6500 rpm Maximum Torque, rear-wheel dyno 79.7 ft-lb. @ 6000 rpm 67.7 ft-lb @ 5000 rpm Fuel system Closed loop fuel injection / 60 mm bore Multipoint sequential electronic fuel injection Exhaust 2-1-2 Brushed 2 into 2 exhaust system with brushed high-level silencers Final drive Chain X ring chain Clutch Wet, assist & slip, multi-plate clutch Wet, multi-plate assist clutch Transmission 6-speed 6-speed Frame Tubular-steel Trellis frame Tubular steel with aluminum cradles Swingarm Tubular-steel Twin-sided, aluminum, 21.5 inches long Front Wheel Tubeless Spoked 19 in. Tubeless 36-spoke 21 x 2.15 in., aluminum rims Rear Wheel Tubeless Spoked 18 in. Tubeless 32-spoke 17 x 4.25 in., aluminum rims Front Tire 120/70R19 M/C 60V M+S Pirelli Scorpion Rally STR 90/90-21 Rear Tire 150/70R18 M/C 70V M+S Pirelli Scorpion Rally STR 150/70 R17 Front Suspension 43mm inverted telescopic cartridge fork, 5.9 inches of travel Showa 45mm fully adjustable USD fork, 7.9 inches of travel Rear Suspension Monotube IFP, adjustable spring preload and rebound damping, 5.9 in travel Öhlins fully adjustable piggy-back RSUs with twin springs. 7.9 inches of travel Front Brake Dual 320mm x t5 rotor with 4-piston calipers, ABS Twin 320mm discs, Brembo M50 monoblock calipers, radial master cylinder. Switchable ABS Rear Brake Single 265mm x t5 rotor with 2-piston calipers, ABS Single 255mm disc, Brembo 2-piston floating caliper. Switchable ABS Rake 26.3° 25.8° Trail 5.1 inches 4.76 inches Length 90 inches 90.0 inches Width 33.5 inches 33.1 inches Height 47.2 inches 47.2 inches Seat Height 33.1 inches 33.1 inches Fuel Capacity 3.4 gallons 4.2 gallons Fuel Mileage (observed) 33 mpg 41 mpg Weight 522 pounds (wet, measured) 498 pounds (wet, measured) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. 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. The post 2020 Indian FTR1200 Rally vs. Triumph Scrambler 1200 XC appeared first on Motorcycle.com. Source

BMW announced updates to the G310GS, making the littlest GS Euro 5-compliant and giving it new LED lighting and adjustable levers. The G310R, the GS’ naked standard sibling, is expected to receive similar updates but it has not been announced as yet. The engine remains a liquid-cooled 313cc four-valve engine with a reverse-canted single cylinder. For Euro 5 homologation, the G310GS receives a new electronic throttle, with BMW promising a more sensitive throttle response. BMW also added an automatic idle speed increase for improved starting. The claimed peak engine output remains at 33.5 hp at 9500 rpm and 20.7 lb-ft. at 7500 rpm. The G310GS also receives an anti-hopping clutch to reduce engine drag torque and improve downshifting while also making the clutch lever easier to pull. Both the clutch and brake levers may now be adjusted through four different positions. The previous G310GS used LEDs for its brake lights but the 2021 model uses a LED headlight and turn indicators. The headlight design was also updated so it doesn’t vibrate as much as the previous design. The 2021 BMW G310GS is available in three color options: plain polar white with a black frame, Rallye blue with a red frame and a 40 Years GS black and yellow in honor of the GS line’s 40th anniversary. U.S. pricing and availability remain to be announced. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 BMW G310GS First Look appeared first on Motorcycle.com. Source