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BMW announced updates to the R1250GS and R1250GS Adventure for 2021, making the boxer models compliant with Euro 5 standards, while also marking the 40th anniversary of the GS line. BMW is calling this a “new” GS, but the changes aren’t as dramatic as that sounds. Even calling it “new-ish” would be a slight exaggeration. You have to look really close to spot what’s new about the GS. Most of the updates are to the available options. Visually, the new GS looks like the old one, but with new paint options. The R1250GS is available in a light white solid paint color or triple black. The R1250GS Adventure is also available in triple black as well as an ice grey colorway. The Rallye white, blue and red style variant returns for both models, joined by a new “40 Years GS” black and yellow color. The anniversary edition livery pays tribute to the BMW R 100GS’ original color scheme. The engine remains a 1254cc Boxer with ShiftCam technology offering variable valve timing and valve lift on the intake side. The claimed power output also remains at a claimed 134 hp at 7750 rpm and 105 lb-ft. at 6250 rpm. The ShiftCam system helping balance performance, engine smoothness, fuel efficiency and emissions across the rev range. For 2021, the R1250GS and R1250GS Adventure receive a dynamic traction control as standard (it was previously offered as an ex works option) and a new “Eco” riding mode as standard. Eco mode adjusts the ShiftCam system to maximize fuel economy, softening the throttle curve and moderately reducing torque. The GS models also receive a new BMW Integral ABS Pro as standard, replacing the previous ABS Pro. As with ABS Pro, the Integral ABS is a linked system, with the hand lever activating both front and rear brakes simultaneously (the brake pedal still only operates the rear brakes). The Integral system uses a new six-axis EMU to better optimize braking performance for both on- and off-road riding. It also uses a more compact ABS unit, with BMW claiming a 1.1-pound reduction in weight. The six-axis EMU also allowed BMW to further refine the hill start control system, as well as the upgraded HSC Pro option. The HSC Pro uses a new heel angle sensor to determine the gradient of a hill to adjust the holding pressure of the brake system. The dynamic brake control system was also further refined to take advantage of the new EMU, reducing drive torque to improve stability and reduce braking distance. For 2021, the R1250GS and GS Adventure receive new full LED turn indicators as standard and a new adaptive headlight option. The adaptive light swivels, turning the light beam into a curve to illuminate the cornering line. 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 R1250GS and R1250GS Adventure First Look appeared first on Motorcycle.com. Source

Ducati has started teasing a new model reveal for Oct. 15, with all indications suggesting it will be for the new Multistrada V4. Contrary to our initial report, however, it looks like the engine might be going smaller than the Panigale V4’s 1103cc engine and not larger to 1158cc. 4 is lighter than 2. It can also be more compact. October 15. Be ready to #ChangeParadigmhttps://t.co/hYosOf3zBT pic.twitter.com/KJhZgphqov — Ducati (@DucatiMotor) September 28, 2020 Ducati released teasers across its Twitter, Facebook, and Instagram channels, all showing different pictures of four pistons and the description: “4 is lighter than 2. It can also be more compact.” Ducati also launched a landing page on its website for the new model, listing three more hints or “theorems” scheduled for Oct. 1, Oct. 8, and Oct. 13. There’s also an image depicting the four pistons and both a paved and unpaved surface, which suggests an adventure bike such as the Multistrada V4. Let’s take a moment to acknowledge that our initial theory about a 1158cc Multistrada was incorrect. We based that hypothesis on Ducati listing an 1158cc V-Four engine on a vehicle identification number (VIN) decoding document filed with the U.S. National Highway Traffic Safety Administration, along with a mysteriously named “1706 Project” model. Ducati had also previously said the Multistrada V4 would have a “new, specific V4 engine”. We put two and two together and assumed the new 1158cc would be that specific Multistrada V4 engine. It seems adding two and two refers to a different four (or V4, in this case), as Ducati hints at a smaller bore for the Multistrada, saying: “the adaptation of V4 to a smaller bore achieves the objective of a weight reduction of 1.2 kg compared to the previous V2 generation.” Our original logic was sound, but does not fit the new information from Ducati. The pistons are also stamped with the code “1707-1D”, which may suggest that the Multistrada V4 is actually Project 1707 and not the 1706 mentioned in the VIN document. The VIN document also mentioned an 1803 Project as a new liquid-cooled Monster, and a 1703 Project, though there are no clues to the latter. If the Multistrada V4 is going for a smaller bore, we’re likely looking at an engine that fits between the Multistrada 1260 and Multistrada 950 V-Twins. Our initial 1158cc theory would have fit right in, but Ducati’s clues suggest something below 1103cc. Reducing the bore from the Panigale V4S’ 81.0 mm to 79.0 mm while keeping the 53.5 stroke, for example, would put us around 1049cc, while a 77.1 mm bore would put us close to 1000cc. As for the 1158cc V-Four from the VIN decoder, it’s possible this refers to a larger engine for the Panigale V4 and V4S as part of a Euro 5 update. The Panigale V4R will also need to be updated to meet Euro 5 standards, but as a racing homologation model, it will be restricted to a maximum 1000cc displacement. The post 2021 Ducati Multistrada V4 to be Revealed Oct. 15 appeared first on Motorcycle.com. Source

In a perfect world, you’d probably park your motorcycle in your bedroom, where it’ll be nice and cozy, and well out of harm’s way. But, as we know, the world is not perfect, and many of us are left parking our beloved motorcycles outside, exposed to the elements and even the prying eyes of those with bad intentions. Enter the motorcycle cover. While not as effective in protecting your bike from Mother Nature or vandals as keeping it parked inside, if you have to leave your bike outside, a cover is the next best line of defense. This is your guide to some of the different types. There’s a surprising amount of variety when it comes to motorcycle covers, and while this guide is not intended to cover every single one of them, it should at least open your eyes to what’s available, and maybe even point you in the right direction as to which is the best motorcycle cover for you. Table of Contents Featured Product: Platinum Shield Motorcycle Cover Half Covers Scooter Cover Cheap Full Cover Stretch Cover Sportbike Cover Adventure Cover Full-Size Cover Featured Product: Platinum Shield Motorcycle Cover The Platinum Shield Motorcycle Cover from CarCovers.com offers superior protection from all outdoor elements. Lightweight yet durable, the Platinum Shield offers the highest level protection from all elements. The breathable characteristic of the cover material naturally prevents mold, mildew, and rust. Made of high-grade woven polyester fabric with an added soft inner fleece lining, and UV reflective coating, your motorcycle is sure to be protected – particularly in sunny, hot climates. Double-stitched seams provide leak protection and durability, while elastic front and rear hems ensure a snug fit. Finally, reinforced grommets built into the cover allow for use of a cable lock to secure your cover from theft. This is a sponsored placement. Shop Now Half Covers Say you commute on your bike, and instead of leaving it exposed to the elements while parked, you’d like to have a clean seat and controls when it’s time to ride again. Half covers are perfect for this. Small, light, and easier to transport, half covers are exactly that – covers that extend from the front to back and only drop down slightly below the seat. See the Oxford Umbratex Cover above, for example. It’s pretty clear the wheels and lower portions of the bike are still exposed, but all the upper bits are protected from the elements. Some covers line the bottom portion with elastic to fit over the bike, while others include elastic and either Velcro or straps to keep the cover secure. Lastly, because motorcycles come in so many different shapes and sizes, half covers, including the Umbratex here, also are available in differing sizes to suit. Shop Now Scooter Cover Scooters make ideal commuting machines in many areas, but they are also often neglected and left outside – how many old scooters have you seen with faded paint, and decayed, dried-out seats? It doesn’t have to be this way if you invest the $40 in a scooter cover like the Nelson Rigg SC-800 Scooter Cover. The SC-800, like most covers, is made from water-resistant polyester that will also go a long way towards protecting your scooter from the sun’s harmful rays. An elastic bottom will fit snug over your scoot, and grommets at the bottom front and center make it easy to install locks, too. Shop Now Cheap Full Cover If you own a full-size motorcycle, not a scooter, and want cheap full-coverage protection, there are options like the Nelson Rigg Deluxe All Season Cover. For less than $50 you get a lightweight, water-resistant, polyester cover that will fight off the elements. Even though it’s inexpensive, this cover and many like it have heat-resistant panels to protect itself from hot exhaust pipes, and soft liners to not scratch the paint and/or windscreen. Ultimately, you do get what you pay for, and these lightweight covers aren’t well suited for extreme weather conditions and/or heavy usage. So, buyer beware. Shop Now Stretch Cover When you want to move up the price scale a little, there are stretch covers like this Oxford Protex Stretch Motorcycle Cover that ranges in price from $100-$140, depending on size. The tight-fitting cover is like a well-fitted suit for your motorcycle and reduces the chances of random dust and debris sneaking in underneath the cover due to, say, an overzealous gardener with a leaf blower. On the outside of this Oxford cover, you’ll find ventilation, reflective panels, and three layers of material. Inside, the soft lining protects the bike’s finish from scratches and water-resistant seams keep the rain away.rr Shop Now Sportbike Cover Sticking with the well-fitted suit analogy, we all know different motorcycle types have vastly different shapes and lines. If you know you’re only going to have one specific motorcycle to cover – in this case, a sportbike – then covers like the Nelson Rigg Defender Extreme Sport Bike Cover make sense. Its UltraMax polyester is 100% waterproof with electronically taped seams. It also provides maximum UV protection. The elastic lining at the bottom makes for a tight-fitting cover, while vents reduce the chance for condensation. You’ll also find heat-resistant panels to shield against exhaust heat, soft liners to protect windscreens, and grommets at the bottom to fit a cable lock. This specific example comes with a lifetime warranty, too. Not bad for $90. Shop Now Adventure Cover Like sportbikes, adventure bikes have a unique shape, too. They’re tall, long, and wide (if they’re wearing panniers). Clearly Nelson Rigg can’t let sportbikes have all the covers. So, out comes the DEX-ADV Defender Extreme Adventure Cover. Built to suit the shape of adventure bikes, the DEX-ADV cover literally has all the same features as the sportbike cover we just listed, just with a different shape. Shop Now Full-Size Cover Finally, we come to full-size covers. One look at the photo above and you can likely guess what motorcycle is under the cover. These covers are big, heavy-duty, and able to withstand whatever you have to throw at them – pouring rain, searing heat, gusty winds, whatever. Of course, inside you’ll find soft liners to protect the finish, heat-resistant panels to withstand exhaust heat, and ventilation panels to help water and moisture escape. In the case of this Dowco Guardian Weatherall Plus EZ Zip Motorcycle Cover, the rear zipper makes installation a little easier and gives you access to the saddlebags without the need to remove the whole cover. 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 Cover Buyer’s Guide appeared first on Motorcycle.com. Source

We’re fast approaching the season for new motorcycle launches, which usually means its prime time for spy photographs of test bikes dressed in camouflage getting their final shakedowns before being signed off for production. Whether you believe most spy photos are legitimate or carefully orchestrated by manufacturers, Triumph has decided to cut out the middleman and release images of its new Trident roadster undergoing final road tests around its headquarters in Hinckley, U.K. New Triumph Trident Roadster Coming for 2021 Dressed in Triumph’s test livery and sporting its own social media hashtag, the Trident heads out for some fine tuning before its full reveal. The pre-production model looks fairly similar to the prototype, except it’s fully operational and equipped for public roads. That means mirrors, turn signals, foot controls and cabling, all of which were missing on the prototype. Also new are the license plate holder and rear lighting, which are now confirmed to be found on a tire-hugging mount attached to the swingarm instead of a tail-mounted unit. The test bike also confirms a Showa inverted fork and Nissin calipers (now with actual brake discs) suggested by the prototype. It does appear the fork and front brakes are similar to the components used on the entry-level “S” version of the Street Triple from 2018. That would make sense as Triumph is positioning the Trident as the “competitively priced” entry-point to its three-cylinder roadster lineup. Triumph promises to reveal further details including specifications soon, with production models heading to dealerships in the spring. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Triumph Trident Begins Final Testing appeared first on Motorcycle.com. Source

Harley-Davidson will reportedly stop offering its Sportster and Street models in Europe, thanks to the Euro 5 emissions standards that will come into effect by the end of the year. The Sportsters and Street models will continue to be sold in North America and other markets that aren’t subject to Euro 5 or equivalent standards, but for Europe, Harley-Davidson will discontinue its smallest and most affordable models. The news comes days after Harley-Davidson announced the end of operations in India. France’s Moto-Station reported on the Sportster and Street news with confirmation with the management of Harley-Davidson’s French operations. According to the report, Harley-Davidson has opted not to take steps to update the models to meet Euro 5. There was no word on the rest of Harley-Davidson’s lineup, which still needs updates to meet the new standards, but going forward, there will not be any Harley-Davidson models displacing less than 1,746cc. At least, not until the Pan America 1250 is expected to be released early next year. Harley-Davidson France also confirmed a replacement lineup is in the works, in addition to the Pan America and other models sharing its liquid-cooled 1250cc V-Twin, though it will not be ready immediately. We expect this refers to a future Sportster using the new engine with variable valve timing described in patents we uncovered in June. Another possibility is the new 338R model being developed with Qianjiang for the Chinese market. Qianjiang is expected to produce its own version of the bike for Europe as a Benelli, which means the engine would be Euro 5-compliant. At the moment, however, there is no indication the small displacement Harley-Davidson model will be offered outside of Asia. While the Sportsters will continue to be sold in the U.S., the fate of the Street line is less clear. Street models destined for outside of North America were produced in Harley-Davidson’s factory in India. With Harley-Davidson ceasing production in India, the Motor Company may choose to shift all Street production to the U.S. (where all Street models sold in North America are assembled), or drop it altogether. Harley-Davidson has made it clear that its Rewire plan includes reducing its product line by 30%, so axing the Street wouldn’t be a surprise. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Harley-Davidson Drops Sportster and Street from European Lineup appeared first on Motorcycle.com. Source

Verily, there is one of these for sale in Michigan for 6000 ducats, and I would be on the plane tomorrow if my dwelling did not already overfloweth with OPM (Other Peoples’ Motorcycles). “Pete suggests that it looks like a custom bagger, and the public agrees, tossing thumbs skyward from passing automobiles on a daily basis.” Surely coolness and shiny blackosity shall follow me all the days of my life, and I shall dwell in the 24.5-inch bucket seat of the Lowered forever. Amen me! The American Black Stallion By Alfonse Palaima Feb. 10, 2010 Photos by Fonzie Video by Fonzie Tired of specialty coffee, exclusive memberships, limited-edition collectable cereal boxes and canine-centric vacations? Just want what you want, and in a plain-and-simple form? How about a bare bones touring rig with a heart of American craftsmanship? If that sounds appealing, Victory Motorcycles offers its 8-Ball edition of the luxury-touring Vision.Not only do you have a plethora of viable options coming from Japan when shopping for a cruiser, America’s unions offer a few options as well these days. While whittling the choices down to the “new” American builder might have been hard, ergonomics and cost play a strong part in your decision making as well. If you wanna ride far yet still comfortably reach the ground, Victory offers the lowest saddle height in the class with its new-for-oh-ten Vision 8-Ball. Combining style and comfort with a dash of stealthy cool, Victory helps you blend in while standing out from the crowd. The blackened paint scheme blends into the world of night cruisers yet you’ll still wanna show it off, take it on a tour and get the thumbs up from the neighbor. As the biggest member of the Victory 8-Ball family, the Vision strips away the pomp and extravagance found on the 10th Anniversary Vision Tour that you read about last summer and delivers a blank canvas ripe for personalization. For model year 2010, there’s also a sleek and slim version of Victory’s Vegas, Kingpin and Hammer models packed into the new family of four blackened 8-Ball bikes. The Vision-8 is powered by the same big 106 cubic inch Freedom V-Twin found on all the Victory tourers this year, as well as the new Vegas LE introduced just a few weeks ago. You’ve seen the counterbalanced 50-degree V-Twin time and time again, but what you haven’t seen is simplicity like this in a touring cruiser. The Vision’s backbone is a modern, beefy cast-aluminum frame offering rigidity that translates into a responsive, obedient handler. Add in a lower saddle height and center of gravity, and the term “sport-cruising” is born in the minds of riders now blazing new trails through the canyons as well as over the super slabs. For model year 2010, there’s a sleek and slim version of Victory’s Vision, Vegas, Kingpin and Hammer models packed in to the new family of four blackened 8-Ball bikes. Cornering like no other cruiser, the Vision 8’s lean angle is more akin to the Honda Goldwing than a low-slung chopper – ready for thousands of miles before you ever scrape a floorboard — unless you wanted to, of course. It’s steady in the canyons and stable on the freeways. Gription is provided by Dunlop Elite 3s; 130 wide up front and a common and cruiser-conservative-but-solid 180 in the rear. From tip to tail, the Vision 8-Ball is covered in black paint, from its fork tubes to primary cases, with just the right amount of chrome. Pete suggests that it looks like a custom bagger, and the public agrees, tossing thumbs skyward from passing automobiles on a daily basis. That slammed and blackened look reeks of custom, yet it’s a blank canvas you can either enjoy as is or use as a jumping off point. A catalog of Genuine Victory accessories are also available for the Vision 8-Ball, ordering a la carte. Many of the comforts found on the more expensive Vision models can be had: heated grips and saddle, stereo, tail pack, electrically adjustable windscreen, HID driving beam, cruise control, taller windscreen, a bunch of Arlen Ness goodies and even a reverse gear. The Vision 8-Ball is also prewired to accept all these accessories. Victory even left a non-functioning windscreen adjustment toggle on the left-hand switch-cluster to remind you of the potential to upgrade the windscreen. Clean and classic styling in the dash includes an analog speedo and tachometer, plus the more up-to-date digital details in the LCD portion. The Victory trunk pack is also an option for the year-rounders or long-distance riders. As with all the Vision models, the styling is rather deceptive and the saddlebag capacity is less than we found on the Cross Country. An easily accessed non-locking glovebox provides for a bit more storage up front. The big 6-gallon fuel tank sucks up the vapors with ease. The first few tanks went by so quickly I thought we’d find very poor mileage. Turns out that the miles just melt off thanks to the comfort of the ride; the in-dash economy gauge tells us that we got 38 miles per gallon for an average range of 200 miles, give or take. The Vision-8 sports the lowest saddle (24.5-inches) in Victory’s entire lineup by about ¾-inch, combining the air-shock and coil spring rear suspension with a drop of 1-inch from the standard Vision. With the saddle being cut an additional inch as well, the ride height on the Vision-8 is overall 2-inches lower that the standard Victory Vision. With such a trimmed saddle however, you’ll find your leg gets rather warm being so close to the right side exhaust; the added warmth is nice on cool rides, but probably not so fun during the hot summer stints. The saddle itself, as a result of being so low, is stepped like a king/queen saddle of yesteryear, with a new-century update of being dished as well. The passenger level is nearly the height of a helmet above the operator, offering a clear sightline to the road ahead. Benefits to being the king, there’s built-in lower back support from the stepped saddle, handy when riding solo or two-up. Cornering like a sportbike, the ‘sport luxury-touring’ class is born. The two-tiered saddle is one of the most comfortable seats I’ve been on in many years. And for a taster’s choice, I rode “biotch” for a short stint around LA while photographing the Vision just to see how the generously sized passenger saddle felt, and I came away wishing that my office chair was merely half as comfortable. Perched eye-level above the operator, and happily planted with my own floorboards, grab rails and comfortable saddle, I could ride there all day. When traffic blocks your escape path, the Vision’s braking system comes into play with a rear brake that is hydraulically linked to the front. On moderate to heavy application of the front brake, the front brakes (dual 300mm discs with 3-piston calipers) are also applied to assist in slowing the beast quickly. With light application of the rear brake, only the pair of rear pistons clamp down on the 300mm rear disc. The big “Vee” taillight impresses the masses but lacks in brightness when compared to the LED version found on the Cross Country or top-shelf Vision. One compromise you might find yourself making — if you’re a loud-pipe cruiser lover – is with regard to the overall tone of the Vision 8-Ball. Although the bike sounds like a running dishwasher when idling, it’s no different from the other Vision models and in need of a manly aftermarket pipe. Victory offers a Stage 1 performance exhaust and chrome fluted exhaust tips to feed your fever, but we can’t vouch for its tone until we hear it. While I’m often a big fan of heel-toe shift bars on cruisers, Victory tucks that one in the accessory catalog, offering one as an accessory for all their Vision’s. Oddly, I prefer this bike to not have one –giving free reign to place my feet in infinite positions from the typical cruiser clam stretch to a more standard ass-over-heels placement. Call it the midnight express or your black beauty; either way, you’ll be surprised by the ride. Perhaps you’re considering a Japanese tourer for the amenities and comfort but didn’t wanna leave the cruiser world just yet. The Vision-8 can help bridge the gap. The fully tricked out Vision has all the bells and whistles of a Honda Goldwing, but it comes at a premium. Sure, the looks are something to get used to, but it’s been four years now, the bulbous fairing only looks big from the outside. Pete says it’s his favorite version of the Vision. When you get on the Vision, the scale just melts away. Compared to the competition How does the Victory Vision 8-Ball stack up to the competition? Well, there seems to be few direct competitors. Against the whole range of tourers, the Vision 8-Ball stands by itself as a price-point winner with tons of style. Price Comparison Bike Side Dishes Price Vision 8-Ball Bare bones ala carte $18,249 Vision Tour Accessories come stock $23,949 Arlen Ness Vision ALL the goodies $25,249 Kawasaki Voyager 1700 ABS for an extra $1000 $16,799 H-D Road Glide Custom Semi-full fairing but no tailpack $18,999 Honda Goldwing Starting MSRP $22,899 The V-8-Ball offers a $5700 savings compared to the next Victory tourer, and it’s a bitchin’ lookin’ bike to boot! Related Reading 2010 Victory Cross Country Review 2009 Victory Vision 10th Anniversary Edition 2009 Luxury Touring Shootout 2009 Kawasaki Vulcan 1700 Voyager/Nomad Review The post Church of MO: 2010 Victory Vision 8-Ball appeared first on Motorcycle.com. Source

2021 Honda CBR1000RR-R Fireblade SPEditor Score: 89.5%Engine 19.0/20Suspension/Handling 14.0/15 Transmission/Clutch 9.0/10Brakes 9.0/10 Instruments/Controls5.0/5 Ergonomics/Comfort 8.5/10 Appearance/Quality 9.0/10Desirability 9.0/10Value 7.0/10Overall Score89.5/100 Let’s be real for a second here: Honda’s always taken the über conservative route with what we now know as the CBR1000RR, and this dates all the way back to the CBR’s origins with the CBR900RR. When compared against its peers, the consensus usually goes “The Honda is a really good bike, but it’s not great.” The reason is because Honda’s tried to toe the line between racetrack performance and streetable useability because these are road-legal motorcycles after all. And as much as any investor will tell you how important it is to diversify, in the sportbike world, this simply isn’t the case anymore. Truth be told, CBRs are good sportbikes for the street, with usable midrange and tolerable ergonomics, but on the racetrack where these bikes belong, the CBR1000RR hasn’t made much of an impression. The last time a Honda production bike really got people’s emotions stirring was when Colin Edwards won his World Superbike titles aboard the RC51. That was nearly 20 years ago, and if you’ll notice, it wasn’t even on a CBR! Yes, James Toseland bagged a world title on a CBR1000RR a couple of years later, but nobody lusts for that bike like they do an RC51. James Toseland might have won the World Superbike Championship in 2007 on the CBR1000RR, but in my opinion, the last Honda superbike really worth lusting over was the RC51/VTR1000. RIP Nicky. For well over a decade the CBR line hasn’t tasted much in the way of international success. For a brand that made its name racing – and winning – at the highest levels, enough was enough. It was time for Honda to take the racing thing seriously again. It was time to add another R. Enter the Triple-R What we have with the 2021 Honda CBR1000RR-R Fireblade SP is the raciest CBR to date, with minimal considerations for the street and maximum attention to racetrack performance, thanks to its spiritual inspiration – the RC213V MotoGP bike. While the CBR hasn’t tasted much success lately, the RC213V sure has in the hands of one Marc Marquez. Finally, Honda’s getting serious about its liter-class sportbike. Yes, having a total of four Rs in its name is a little silly, but this clean-sheet design (we’re told the only shared part between this and the old bike is the front wheel, though it uses different rotor carriers) is Honda’s response to the other OEMs doing similar things with their sportbikes – building track-focused machines with lights, mirrors, and a license plate. If you look carefully at the name the additional R jumps out, but read ‘till the end and you’ll also see the SP designation usually meant for the highest-performing version of the CBR. What you see here is the cream of the CBR crop, but this is the point where I reveal the catch, at least for Americans: We’re not getting lower-spec versions of the new CBR like our European friends are. At $28,500, the new Fireblade SP is now firmly in the upper tier of sportbikes from a cost perspective. For reasons I don’t quite understand, the previous generation CBR1000RR remains as a base model at a much more affordable $16,499. If $28,500 for the RR-R is hard to swallow, you can ditch one of the Rs and grab the previous-generation CBR1000RR for under $17,000. Nonetheless, lofty price tags bring with it lofty expectations, and this is the point where we take a deep dive into the nuts and bolts that make up the new CBR1000RR-R SP. From top to bottom, Honda has redesigned the bike to make it as advanced and track-focused as possible. If you’d rather read about how the bike works, feel free to skip to the riding impressions. Otherwise buckle in. It’s about to get techy in here. All-new engine As mentioned before, the new ‘Blade is a ground-up redesign – it had to be if Honda were serious about making it more track-focused than ever before. As always, it all starts with the engine. In this case, the new engine is narrower, more efficient, and more powerful than its predecessor. Bore and stroke measure 81 mm x 48.5 mm – same as the RC213V-S – making it much more oversquare compared to the 76 mm x 55 mm of the previous engine. These new dimensions, while conforming to MotoGP’s current max bore size, also give the CBR1000RR-R Fireblade SP the largest bore size among the current crop of inline four-cylinder 1000cc machines (looking at you, Japanese literbikes…). One of the ways to make the engine more compact is by driving the cam timing via gears on top of the crankshaft. You also get a shorter cam chain this way, too. The valve actuation incorporates new finger-follower rocker arms, doing away with the shim-under-bucket design of the previous valve train, reducing inertial weight by approximately 75% and allowing for a higher, 14,500 rpm redline. Diamond Like Carbon (DLC) on the cam lobes, just like the RC213V-S, is a first for mass-production motorcycles and reduces valvetrain friction by 35% compared to non-DLC-coated lobes, for increased power. The valves themselves are also bigger than before – 32.5 mm for the intake and 28.5 mm for the exhaust, up from 29.5 mm and 24.0 mm. A 13.2:1 compression ratio squeezes that air/fuel mixture real tight. The valve train is driven by a new, patent-pending, semi-cam gear-train system. Instead of being driven from the crankshaft itself, the cam chain is now driven by a timing gear located on the crankshaft via the cam-idle gear. The result is a shorter, lighter, and more durable cam chain, which helps the engine rev higher while also making the whole engine more compact. More compact packaging is achieved with the starter motor starting the engine via the clutch main shaft instead of the crankshaft. Supporting the higher-revving engine is a more robust bottom end compared to before. The crank journals are larger and the crankcase wall thickness has been optimized to increase rigidity and resist deflection. Forged, lightweight TI-64A Titanium connecting rods and connecting-rod caps are 50% lighter than Chromium Molybdenum steel versions. The rods also employ HB 149 Chromium Molybdenum Vanadium steel-bolts designed to eliminate the need for fastening nuts. To ensure durability, the same internal friction-reduction methods found on the RC213V-S are utilized. The small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability), while the surfaces of the big-ends are also DLC-coated. Sitting atop the conrods are new pistons forged from A2618 aluminum (the same as the RC213V-S) for light weight, strength and durability. Each piston is 5% lighter than those found in the previous version, and the piston skirts now feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating in the piston-pin clip-groove for increased high-rpm wear resistance. At high rpm, the new piston oil jet helps cool the underside of the piston at different points depending on where it is in the stroke. A check ball keeps the jet closed at low rpm when it’s not needed. As with all engines, but especially high-performance ones, combating heat is always an issue. With the new CBR, a multi-point piston jet sprays oil in multiple directions beneath the piston through each cycle at high rpm. At low rpm — i.e., when they’re not needed — check balls within the jets shut off the flow of oil in order to limit oil-pressure loss, thereby minimizing friction. Before, a single jet was used at all engine speeds. A slight tweak in coolant routing sees the hot coolant routed around the bottom of the cylinders (cold coolant still gets directed straight to the main water jacket as before), this results in a more even temperature spread across all cylinders, which reduces bore distortion, creating less friction. From a packaging standpoint, this also removes an external coolant hose. By redistributing the warm coolant to the bottom water jacket, Honda says the cylinders run at a cooler, more consistent, temperature. Air enters the engine through a ram air duct Honda says is the same size as the one on the RC213V MotoGP bike. The forced air has a straight shot through the headstock, around the steering stem, and into the airbox thanks in no small part to the removal of the traditional ignition barrel atop the steering stem that we’re all used to putting our key into. The new RR-R uses a smart key system – and in case you’re wondering, if you’re at the track you don’t need to slip the key in your leathers as you ride. As long as the key is within range you can press the ignition button, start the bike, and ride. If you need to shut off the bike while you’re away from the key, as long as you use the traditional kill switch, you can still restart the motorcycle. Back to the airflow, as the air enters the airbox it’s greeted to a 25% larger filter than before. It then moves to 52 mm throttle bodies (compared to 48 mm previously). The intake valve angle is tightened to 9º (from 11º) for a 2% gain in airflow efficiency. To improve throttle response, the port volume (the capacity between throttle butterfly valves and intake-valve seat) has been reduced 13%, and the throttle shaft is now constructed from highly rigid stainless steel (instead of brass), to reduce deflection and operational friction. The ram-air opening is the same volume as the RC213V MotoGP bike. If you look closely you’ll see an inner lip along each edge of the opening. This acts as a kind of turbulator to the incoming air, which has a very direct path to the airbox thanks to the removal of the traditional ignition barrel where one would normally insert their key. Also, winglets. As a result of all these changes, the new engine cases are shorter in length, thanks to a reduced distance between the crankshaft, countershaft and main shafts. The rear of the engine block also serves as the upper shock mount. In addition to being longitudinally shorter, the cases are also narrower, achieved by revising the starting system to start the engine through rotation of the clutch main shaft rather than the crankshaft. This patent-pending design allows for a more compact crankshaft and gives the primary driven gear double duty, as it transmits torque from the starter motor. The primary gear is now smaller and features fewer teeth, saving even more space. Exhaling the spent gasses is a new exhaust system incorporating an oval cross-section in the downpipes for improved exhaust-gas flow. The catalyzer unit is 10mm larger in diameter to reduce exhaust-pressure drop, but a revised wall thickness negates any weight increase. The new CBR steps up to the plate in the braking department with 330 mm discs and Brembo Stylema calipers. Oddly, though, it still uses rubber lines. Akrapovič co-developed the titanium muffler to be small and lightweight while also reducing internal muffler volume by 38% compared to the previous design. The muffler features an exhaust valve designed to deliver both low-rpm torque and high-rpm power. When the valve is closed (low-rpm), exhaust gasses are re-routed inside the canister before exiting, mimicking the effects of physically longer exhaust routing. A valve stopper (patent-pending) is basically a physical barrier the valve rests against when closed, creating a seal to prevent exhaust-gas leakage, reducing noise. And as we all know in this era of Euro5 regulations, meeting sound requirements has become the killer of performance. To that end, it’s also worth noting US-spec bikes are restricted to 188 hp. The version our friends across the pond receive are allowed 215 hp. Chassis A new, slimmer engine brings with it a new chassis designed to improve feedback to the rider while also being more stable to handle the increased power. The new “Diamond” frame is made from 2 mm thick aluminum, comprised of four components, attaching to the engine directly in six locations. The upper cross member seen on the previous CBR is gone now, which Honda says provides more high-speed stability both under acceleration and braking. Sportbike engineers are always balancing rigidity versus flexibility when it comes to chassis design. Get it right and you have a motorcycle that basically speaks to the rider. Get it wrong, and you have a disaster waiting to happen. Honda did a good job with this one. The previous frame design used a crossmember in the rear for added rigidity. It’s now gone. For more flex. Riders are never happy. Honda also says vertical and torsional rigidity are increased by 18% and 9% respectively, with horizontal rigidity decreased by 11% — all aimed at maximizing rider feel. Keeping with the rider’s (fragile) feelings, the swingarm is made up of pressed aluminum of 18 individual thicknesses. It’s 30.5 mm longer than the previous swingarm, at 24.5 inches, but still weighs the same as before. Meanwhile, its horizontal rigidity has gone down 15%. Again, for rider feel. Thin-wall aluminum tubing makes up the subframe, which now mounts on top of the frame, instead of the sides, to keep things narrow. When it’s all said and done, here are the geometry numbers. Wheelbase is now 57.4 inches, with rake and trail of 24°/4.01 inches compared to the previous model’s 55.3 inch wheelbase, 23° rake and 3.77 inch trail. Wet weight is 443 lbs. The crankshaft is 33 mm farther from the front axle and raised 16 mm. This evens out weight distribution, while the higher center of gravity reduces pitching and improves side-to-side agility. It just looks like a swingarm to you and me, but in order to achieve the desired amount of flex, it features 18 different thicknesses. Suspension Being the SP model, nothing less will do when it comes to suspension than Öhlins bits. In this case, second-generation semi-active Öhlins Electronic Control (S-EC) units. The 43 mm Öhlins NPX fork uses a pressurized damping system to minimize cavitation, resulting in more stable damping control and improved bump absorption at racetrack speeds, as well as improved rider feedback from the front tire. Its 125 mm stroke is 5 mm longer than before. In the rear, the fully adjustable TTX36 Smart EC unit has a 10% longer stroke, revised valving, and different shim stacks than before. For optimum frame rigidity (and to save weight), the top of the Pro-Link rear suspension now attaches to the rear of the engine block via a bracket, doing away with the upper cross-member. The design isolates the rear wheel from the headstock, improving high-speed handling and rear-wheel traction feel. Being EC units, rebound and compression damping are done electronically, though preload changes are still done with tools. The second-generation Öhlins semi-active 43 mm NPX fork is in charge of bump absorption up front. Rebound and compression damping are adjusted electronically, but spring preload is still done manually by unplugging the connectors tucked away just above the triple clamp and turning the preload nut. In conjunction with the hardware upgrade, the Öhlins Objective Based Tuning interface (OBTi) now offers much finer suspension adjustment front and rear; both can be set independently from the default settings, and three individual modes can be set and stored, allowing the rider to configure multiple settings for a track and switch settings instantly while riding. Electronics What’s a top-level sportbike these days without electronics? With the Triple-R (its colloquial name), gone is the five-axis IMU used before, replaced with a Bosch six-axis unit which is essentially the heart of all of the Honda’s performance aids. As it relates to the Smart EC suspension talked about above, the Öhlins pieces can operate either automatically or manually. In either of the three auto modes (Track, Sport, or Rain), the objective-based tuning takes inputs given to it from the IMU and ECU in real-time to adjust five parameters: Front stiffness Rear stiffness Braking Acceleration Corner behavior The clear and colorful 5-inch TFT display is the central command for all of the RR-R’s electronics. There’s even a display to show your lean angle. With the Smart EC, the suspension can react to any of the specific categories above without affecting the general setup. Ten different levels of adjustability are available to the rider in each of those categories as well, so the rider can fine-tune to their liking. In the three manual modes, the front and rear behave as we’re used to with traditional, analog suspension, except changes are made via button presses, not clicks, and are done in 5% intervals. Honda Selectable Torque Control (HSTC) is Honda-speak for traction control and gets another evolution with the current RR-R to operate smoother and more seamlessly than before, again thanks to inputs from the IMU. There are nine settings plus off (so 10 total) to choose from. IMU inputs also aid the Honda Electronic Steering Damper (HESD). Unlike past CBRs which housed the damper essentially at the head of the fuel tank, the new rod-type version mounts to the steering stem and bottom triple tree and features three levels of adjustability – soft, medium, and hard. Modern motorcycles are becoming more and more like video games on wheels, with the buttons located on the left switchgrip on the Honda in charge of manipulating numerous functions. Other electronic aids include Cornering-ABS with rear lift control and two different modes (Sport and Track), three levels of wheelie control, and a Start Mode (aka launch control), which lets the rider keep the throttle pinned during a race start and just focus on modulating the clutch to launch. Styling It seems odd to wait so long to mention the styling of the new CBR, but there’s so much to cover elsewhere. Nonetheless, the Triple R’s visual appeal was given no less thought than the rest of the motorcycle, with the two goals being aerodynamic efficiency and improved stability. To achieve the first goal, the tank is lowered 45 mm to reduce the frontal area, and the shallow 35º angle of the windscreen is said to efficiently channel airflow over a tucked rider. The lower fairing extends closer to the rear tire and is shaped to channel air downward. On the track, this has two effects: In dry conditions, less air hits the tire, lowering drag; in the wet, less water hits the tire, improving grip. When you compare the fuel tank profiles of the old and new CBR, the lower profile of the new tank is crystal clear. Finally, the top of the rear hugger is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift. The net result of all this work is a drag coefficient value of 0.270, the best in class, Honda says. Of course, this is with the bike in race trim, minus mirrors, license plate, turn indicators, etc. Then there are the winglets. All the rage these days to provide mechanical grip on the front, the Honda pieces utilize three wings on either side, encased in fairing ducts. This minimizes the longitudinal dimensions of the wings while maintaining the same level of downforce as the 2018 RC213V MotoGP racer. Whether or not they actually work in the real world leads us to our next topic. I gotta admit, the trend towards sticking winglets out in the open on today’s literbikes seems like an afterthought to me. Concealing the strakes within an enclosure, like on the CBR, is much more appealing to my eyes. Plus, Honda says this triple-stacked vertical outlay of winglets produces just as much downforce as the 2018 RC213V. Riding Impressions If you’ve come this far in the review, then you really must be curious about the new Triple R. Either that or you skipped ahead. To get a feel for the new bike, Honda invited us to Thunderhill Raceway in northern California, my personal favorite track in the state, and an excellent venue to let a powerful literbike stretch its legs. My day would consist of three 20-minute sessions aboard the RR-R SP. Granted, an hour isn’t much time to truly get to know a new motorcycle, but Honda also brought the previous generation CBR1000RR SP, and a few base models, to get a back-to-back feel for the differences and advancements. Straight away, the most immediate difference when you hop on the new bike is the seating position. The focus on racetrack performance is evident by the higher seat (830 mm, (32.6 inches) vs. 820 mm (32.2 inches) before), lower bars (840 mm (33.0 inches), 17 mm lower than before), and higher pegs (21 mm higher and 43 mm further back from before). You also feel the narrowness of the seat/tank junction, too. There’s actually not much room to scoot back in the saddle, meaning my elbows were resting beside my knees (instead of in front or above) in a full tuck. All this before even turning the engine on! Thumb the starter (don’t forget to have the key fob close by) and the oversquare engine roars to life in that familiar throaty rumble we’re used to from inline-Fours, the Akrapovic pipe revealing hints at a burly beast waiting to be unleashed. On track the back-to-back running of new and old CBR-SP models is very telling. It’s not that the old bike is a slouch, but the new model, despite being an all-new design, feels like it takes every performance aspect of the old and ratchets it up two more clicks. The new engine responds with a degree or two more immediacy than before (but not in an abrupt way), and climbs through the revs a tick more aggressively than before, en route to its 14,500 rpm redline which is higher than before. Power builds the entire time, with a nice rush on top – and let’s not forget the 186 hp handicap US models are running under! The up-and-down quickshifter is truly sweet on both old and new models, and the only botched shift was my fault for not being deliberate with my downshift from second to first one time. One of, if not the biggest criticism I had about the previous model was its crude electronics that lacked sophistication and smoothness. Making the switch to Bosch components has gone a long way in fixing that. With traction control set to 1, the least intrusive setting, I can see the system working via the TC light on the beautiful (though busy) 5-inch TFT display. I can slightly feel the system kicking in, too, but instead of hampering drive, it’s doing just the opposite – giving just enough spin to allow the bike to charge forward and/or rotate as needed. Pro racers could probably lap faster with the system off, but for the rest of us mortals, myself included, keeping the system at level 1 was perfect. Quite surprisingly, ramping up TC was fine through most of the track, but even in level 3 (of 9) exit drive coming out of slow, tight corners was extremely hampered and sluggish until the bike was basically upright. The freedom given in level 1 was especially impressive considering the standard Pirelli Supercorsa SP tires used for the test. Yes, we used standard street tires for a full day of racetrack thrashing. And while they were swapped out for freshies halfway through the day, they really didn’t need to be. Despite the lack of outright grip compared to, say, slicks, the tires didn’t limit the ability to notice the handling difference between new and old. The Triple-R turns in with a degree more precision and holds its line with a degree more sure-footedness, or what’s more commonly known as stability. Considering the longer wheelbase and slightly lazier rake and trail numbers, the added stability shouldn’t be too surprising, though the new CBR doesn’t steer noticeably slower than its predecessor. There’s not much to criticize with the electronic Öhlins suspension, though I only tried the Auto setting for one session and really had no immediate needs to address. More time to explore its capabilities is definitely in order. Taking into account the perfect weather on our ride day, and the limited time we had with the new CBR, truly exploring the myriad of electronic features simply wasn’t possible. But knowing what it can do with full power and minimal interventions is a confidence booster should you encounter bad conditions and need to ask the electronics for help. Then there are the wings. Do they work? Consider this: the short chute between turns 1 and 2 features a little rise. If you exit turn 1 just right, you’re doing triple-digit speed in either second or third gear. As you clip the rise, the front will wheelie, and just as it comes down it’s time to scrub some speed for the sweeping turn 2. At least that’s what it does on the old bike. On the new CBR1000RR-R SP, I never once felt the front end get light cresting the rise. Sure, this is anecdotal evidence if ever there was one, but it seemed pretty telling to me. Honda’s Finally Taking It Seriously The thing is, we always knew Honda could build this bike and wondered for years why it didn’t. Now it has, and we’re all the better for it. It’s not a stretch to say, objectively, this is the best Honda has done so far with the CBR line, but then there’s the question – is it enough? With competition like the Ducati Panigale V4S at $28,395, Aprilia RSV4 1100 Factory at $25,499, Yamaha R1M at $26,099, and Kawasaki ZX-10RR at $24,899, Honda has firmly planted its feet in the premium sportbike market with the Triple-R’s $28,500 price tag (at press time BMW had yet to announce pricing for the new M1000RR) and it definitely deserves to be in the conversation. Without putting the contenders together in one place it’s truly hard to judge where the new CBR1000RR-R Fireblade SP falls in line. But what I can tell you after a day riding both old and new back-to-back is what a small but significant step forward this bike is. The several track-focused changes Honda made when creating this all-new machine has come together in a package that is truly impressive and exhilarating. 2021 Honda CBR1000RR-R Fireblade SP + Highs Finally, the bike we always knew Honda could build Impressive engine With the electronics and handling to match – Sighs $28,500 is a hard pill to swallow Base model versions aren’t coming to the US A little tight front-to-back In Gear Helmet: Bell Race Star Flex DLX $670 Leathers: Alpinestars Racing Absolute $2,600 Airbag: Alpinestars Tech-Air Race Vest $1,150 Gloves: Alpinestars GP Pro R3 Glove $230 Boots: Alpinestars Supertech-R $500 2021 Honda CBR1000RR-R Fireblade SP Specifications MSRP $28,500 Engine Type 999cc liquid-cooled in-line-four-cylinder four-stroke Valve Train DOHC; four valves per cylinder Bore x Stroke 81.0mm x 48.5mm Compression Ratio 13:1 Induction PGM-FI; 52mm throttle bodies Ignition Digital transistorized w/ electronic advance Starter Electric Transmission Manual 6 speed Clutch Multiplate wet Final Drive 16T/43T; #525 chain Front Suspension Öhlins NPX 43mm telescopic fork w/ Electronic Control (S-EC); 4.9 inches of travel Rear Suspension Pro-Link system; single Öhlins shock w/ Electronic Control (S-EC); 5.6 inches of travel Front Brakes Two 330mm discs w/ Brembo Stylema 4-piston radial-mount hydraulic calipers; ABS Rear Brakes Single 220mm disc w/ Brembo hydraulic calipers; ABS Front Tires 120/70-17 Rear Tires 200/55-17 Rake 24° Trail 4.0 inches Length 82.7 inches Width 29.3 inches Height 44.9 inches Seat Height 32.6 inches Ground Clearance 4.5 inches Wheelbase 57.3 inches Fuel Capacity 4.3 gal. Color HRC Tricolor Curb Weight 443 lbs. (claimed) 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 2021 Honda CBR1000RR-R Fireblade SP Review – First Ride appeared first on Motorcycle.com. Source

When is that cheeky cunt going to be banned?

BMW officially announced its first two-wheeled M model with the new M1000RR. Based on the S1000RR, no slouch on its own, the M1000RR offers a higher level of performance, adding aerodynamic wings and bumping the power output up to a claimed 212 hp while reducing the claimed curb weight to 423 pounds. The styling takes after the S1000RR but with the addition of winglets made of clear-coat carbon fiber. The winglets help produce more downforce, counteracting wheelies while helping traction control and drive power work more efficiently. BMW employed WSBK riders Tom Sykes and Eugene Laverty and World Endurance racer Markus Reiterberger to test the new aerodynamics on the track. Riding the M1000RR, Reiterberger lapped just 2.101 seconds behind Sykes and 1.590 seconds behind Laverty who rode their WSBK racebikes. Like the S1000RR, the BMW M1000RR is powered by a 999cc liquid-cooled Inline-Four with the ShiftCam technology offering variable vale timing and lift. For the M model, BMW added new two-ring forged pistons from Mahle that were fortified with two additional crossbars in the box. The new pistons are also each 0.4 ounces lighter than the S1000RR’s pistons. BMW also swapped out the S1000RR’s tempered steel connecting rods with longer and lighter titanium con-rods from Pankl. This allowed BMW to increase the compression ratio to 13.5:1 from 13.3:1, while increasing the maximum engine speed to 15,100 rpm from 14,600 rpm. The ShiftCam system is similar to the S1000RR’s application, but the M1000RR makes use of a new exhaust valve spring assembly and slimmer, lighter rocker arms. The M1000RR also uses variable intake funnels with a servomotor adjusting the length of the funnels to optimize performance, especially at high engine speeds. The result, according to BMW, is a maximum output of 212 hp at 14,500 rpm. Peak torque remains at a claimed 83.3 lb-ft., but it arrives at 11,000 rpm, 500 rpm later than on the S1000RR. BMW claims a noticeable improvement in torque from 6,100 rpm to 9500 rpm. To compensate for the additional tensile forces affecting the rear wheel, the engine’s changes, BMW added a tooth to the chain sprocket, increasing it to 46. BMW also designed a new titanium exhaust system for the M1000RR that employs two three-way catalytic converters. BMW claims the exhaust system weighs 17.2 pounds, compared to the S1000RR’s 25.2-pound system. The M1000RR users a modified anti-hopping clutch for improved launch control. The new clutch lacks self-reinforcing, so BMW had increase the preload force on the clutch to compensate, resulting in a slightly harder lever pull. The M1000RR offers four standard modes (Rain, Road, Dynamic and Race) plus three configurable Race Pro modes. These modes coordinate the throttle response, ABS, traction control, engine braking level and wheelie control systems. Other electronic features include a pit lane limiter, Hill Start Control Pro and BMW’s Shift Assistant Pro which allows for clutchless up and down shifts. The M1000RR can also be converted from a conventional shift pattern to a first-gear-up reverse pattern for race use. BMW made a few changes to the chassis to optimize track performance. The steering head angle is slightly flatter than on the S1000RR, and the fork bridge offset was reduced by a few millimeters. The result is a 23.6° rake and 3.9 inches trail (compared to 23.1° rake and 3.7 inches on the S1000RR). The total wheelbase was also lengthened to 57.4 inches from 56.7 inches, thanks in part to a longer swingarm. The rear suspension uses a revised monoshock with a fine-tuned adjustment range and a new spring. Up front, the M1000RR uses a 45mm inverted fork similar to the S1000RR’s front suspension. For the M RR, the fork bridges are milled from solid aluminum and anodized black. The fork legs were also modified to hold BMW’s custom M-branded brake calipers. Developed from BMW’s WSBK program, the radial-mount M calipers are Nissin brakes modified for improved performance and lighter weight. The calipers are paired with dual 320mm rotors that are slightly thicker than the S1000RR’s discs. BMW offers two versions of brake pads: one for regular road use and another made from a more track-focused compound. The rear wheel uses a two-piston fixed caliper with a 22mm disc. The M1000RR comes standard with carbon fiber wheels to reduce rotational mass. BMW claims they weigh 3.7 pounds lighter than the S1000RR’s aluminum wheels. Overall, BMW claims the 423-pound weight is 11 pounds lighter than the S1000RR. Because it’s still a BMW, the M1000RR is available with a number of packages. The M competition package adds a GPS-powered laptrigger, silver anodized aluminum swingarm, “maintenance free” M endurance chain, and a passenger seating, pegs and seat cover. The M billet pack includes upgraded levers, footpegs, engine protectors and a brake lever guard. The M carbon package adds clear coated carbon wheels covers, chain guard and side tank covers. The 2021 BMW M1000RR comes in a Light White/M Motorsport paint scheme. Pricing remains to be determined, but expect a sizeable premium over the S1000RR’s $17,490 MSRP. The post 2021 BMW M1000RR First Look appeared first on Motorcycle.com. Source

GasGas announced its 2021 model lineup, its first fully under the auspices of Pierer Mobility, with a range of 18 models for the North American market. That, of course, means a range of enduro, cross-country, motocross, and mini motocross bikes that will share much in common with its corporate cousins from KTM and Husqvarna. So, expect similar engines, frames and WP suspension through out the lineup. GasGas also announced it will compete in the 2021 AMA Motocross and Supercross championships, partnering with Troy Lee Designs in the 250 and 450 divisions. GasGas is best known for its trial bikes, and the Spanish brand will continue offer its trial lineup in three displacements. The non-trial models will be fairly similar, with red powder-coated chromium molydenum steel frames and aluminum subframes. Most models will be equipped with WP Xplor inverted forks and rear shocks with linkage, just tuned for their specific applications. 2021 GasGas Motocross Models The 2021 GasGas motocross lineup consists of four-stroke MC450F and MC250F models plus a MC125 two-stroke. Unlike Husqvarna and KTM, however, GasGas is not offering a 350cc model, focusing on the two four-stroke models that will be competing in AMA Supercross and Motocross. 2021 GasGas MC450F – $9,399 2021 GasGas MC250F – $8,499 2021 GasGas MC125 – $6,799 2021 GasGas Enduro Models For North America, GasGas is offering just one enduro model, the two-stroke EC300, while other markets will get a two-stroke EC250 and four-stroke EC230F and EC350F models. The EC300 is powered by a 293.2cc Single with a six-speed transmission and a DDS wet, multi-plate clutch with Braktec hydraulics. The EC300 is electric start with a lithium-ion battery and a 2.24 gallon fuel tank. 2021 GasGas EC300 – $9,599 2021 GasGas Cross Country Models The cross country lineup consists of the four-stroke EX450F, EX350F and EX250F plus the two-stroke EX300. All EX cross country models carry 2.24-gallon fuel tanks 2021 GasGas EX450F – $10,099 2021 GasGas EX350F – $9,999 2021 GasGas EX250F – $9,099 2021 GasGas EX300 – $9,599 2021 GasGas Trial Models GasGas is offering its TXT Racing trial bike in 250, 280 and 300 forms in North America, while other markets will also get a TXT Racing 125. Eventually, GasGas may offer higher-spec TXT GP versions of the trial line, but no additional details are available yet. North American models will use Öhlins rear suspension while international models will use Reiger shocks which were formerly standard on TXT GP models. For 2021, the GasGas trial line receives lighter wheel axles and new forged aluminum handlebar clamps. 2021 GasGas TXT Racing 300 – $7,899 2021 GasGas TXT Racing 280 – $7,799 2021 GasGas TXT Racing 250 – $7,599 2021 GasGas Mini Models For younger riders, GasGas offers three gas-powered mini bikes plus the electric MC-E5. The range starts with the MC50 which features a 49cc Single with an automatic centrifugal clutch and a 26.2-inch seat height. From there, GasGas offers an upgrade to the MC65 with a larger engine and a six-speed manual transmission and a 29.5-inch seat height. For larger riders, the MC85 has a 34.4-inch seat height with a 19-inch front wheel and 16-inch rear. The MC-E5 takes after the similar KTM SX-E5 and Husqvarna EE-5 with a 5 kW motor and a 907 Wh lithium-ion battery pack that GasGas claims will be enough for two hours of riding for at the lowest power mode for beginners, scaling up to 25 minutes at the highest mode. A full charge takes about an hour, claims GasGas, with an 80% charge achieved in 45 minutes. 2021 GasGas MC50 2021 GasGas MC65 2021 GasGas MC85 2021 GasGas MC-E5 The post GasGas Announces 2021 North American Line-up appeared first on Motorcycle.com. Source

We’ve all been there, dragging out the hose to try and get rid of a plague of bugs we collected on our latest ride. The process is always the same: hose down and scrub away at chrome, lenses, and pretty much any surface that has become coated with dust, dirt, and grime from the last ride out. But what if there were a different way? What about doing all that, without any water? The guys at Muc-Off are a bunch of motorcycle obsessives and have been making performance and care products since 1994. So, we shouldn’t be surprised that they have a few tricks up their sleeves when it comes to getting awesome results without any water. Here are the steps Muc-Off recommends for turning your ride from shame to shine without wasting a drop of H2O. First out of the stable is their High Performance Waterless Wash. Yep, you heard right, waterless. When you aren’t in the mode of a full on deep clean, this bottle of pink sorts all manner of light contaminants all over the bike. Simply spray, wipe, and admire. Next up, the plastic on the lights. Muc-Off ranks the cleaning performance of their Helmet & Visor cleaner as “Ultimate.” Spraying a headlamp made quick work of the bugfest build up, and yet, its ph neutral formula is kind to the lens. And for those other parts that you want to keep free and easy? Simple, MO94. This is the Muc-Off all around wonder spray. Great for keeping pegs and linkages moving as they should, it lubricates while also leaving a protective layer that reduces dirt adhesion. When it comes to the time to shine, Muc-Off have covered 3 key angles. When you want an all arounder for metal and plastics, Silicon Shine sorts it. It leaves a protective layer whilst also helping reduce friction on springs (and smells of cherry too). Speed Polish, is all about speed. Its formula contains Carnauba & bees wax which the MotoGP teams love because it’s quick to apply and wicks away water with its hydrophobic barrier. If it’s a high end luxury shine you want for your paintwork, Wunder Shine lays down a layer of wax that’s a breeze to wipe off and leaves your tank looking factory fresh. We learned that the more times you use it, the better the results. So, don’t be shy. If we’ve swayed your opinion, rejoice. Now, exclusively for Motorcycle.com, there is a 15% discount off any purchase at us.muc-off.com when you enter the code MOTO15. Act quickly, though. This deal won’t last forever. The post How To Clean and Protect Your Motorcycle Without a Drop of Water appeared first on Motorcycle.com. Source

Yamaha‘s MT-09 is getting a larger engine for 2021, as part of an update to allow the “Master of Torque” Triple to meet Euro 5 standards. The new engine will increase from the current 847cc to close to 890cc and increase its maximum power by 4 hp to a claimed 118 hp while reducing its emission output. At the moment, we can only confirm the MT-09 will receive the updated engine, but we expect other Yamaha models that share the three-cylinder engine, such as the Tracer 900, XSR900 and Niken to receive the new powerplant as well. The information comes to us from Germany’s Federal Motor Transport Authority which has published the emissions test results for a Yamaha motorcycle going by the model code “MTN890D”. The model code is new, but it follows Yamaha’s typical nomenclature for its MT family. The current 847cc MT-09, for example, goes by the code MTN850. The 689cc twin-cylinder MT-07 likewise goes by MTN690 and the 998cc MT-10 has the codename MTN1000. Following this logic, we can infer that the MTN890D refers to a new MT-09 (or more specifically, perhaps, a new MT-09 SP as a D in the codename refers to the SP version of the current model.) The testing data lists the MTN890 as outputting 88 kW (118 hp) while spitting out 366 mg/km of carbon monoxide (CO), 34 mg/km of unburnt hydrocarbons (HC), and 9 mg/km of oxides of nitrogen (NOx), all falling within Euro 5 requirements. These figures compare favorably to the 847cc engine which claims 85 kW (114 hp), 525 mg/km of CO, 103 mg/km of HC and 40 mg/km of NOx. What we don’t know yet is the exact displacement of the engine, though the codename suggests it will be close to 890cc. Increasing the displacement is one method manufacturers have used to get their models to meet Euro 5, with other recent examples including the Honda Africa Twin CRF1100L, Ducati Multistrada 1260 and BMW R1250 boxers. Typically, more restrictive emission controls have a negative effect on performance, so manufacturers make up for it by increasing the engine size. This isn’t always necessary, but for more competitive segments, it’s a lot easier to market a new engine if it offers more power than the old one. The Tracer 700 (which unfortunately isn’t offered in the U.S.) was the first Yamaha to adopt a Euro 5-compliant version of the MT-07’s 689cc engine. The engine updates should trickle down to the MT-07 and its derivatives like the XSR700 and Ténéré 700. It’ll be interesting to see what other changes Yamaha has planned to get its models Euro 5 ready before the standard becomes mandatory for all new motorcycles by the end of the year. At the moment, the only Yamaha models that we can verify as meeting Euro 5 are the R1, Tracer 700, and TMax scooter (the German emissions test results also list Euro 5 test results for the entry-level MT-125). We expect the MT-10, MT-07 and Ténéré 700 will meet Euro 5 easily by adopting the updates made to get the R1 and Tracer compliant. The post 2021 Yamaha MT-09 Getting Larger Engine to Meet Euro 5 Standards appeared first on Motorcycle.com. Source

The team and I have been grounded longer than usual this year. It’s not all bad. Some of us actually enjoy being with our family, and it’s given us time to complete those long-standing projects around the house while simultaneously creating new ones. That said, it’s only a matter of time before the antsy feeling of wanderlust starts to creep in. Nothing quite satiates a much-needed break from the day-to-day (especially the day-to-day of 2020) like a lil’ camping and a lil’ motorcycle riding. At this point in time, my wanderlust was far past creeping in. I was irritable, annoyed, and no doubt a general pain in the ass to deal with (more so than usual, right Evans?! [You’ll find out during your annual review. – EB.]). I needed a break, and I think those around me agreed. It just so happened that the stars aligned in my favor between two press bikes, a press truck, friends riding in Colorado, and a rare opening in my schedule. Who was I to dismiss what was obviously meant to be? I re-jetted the carb on the 2021 Beta 300 RR press bike for the impending altitude and loaded it and the 2020 Husqvarna FE 350s loaner (no carbs to re-jet, thanks, fuel injection) into the CarbonPro truck bed of a brand new GMC Sierra Denali (more on that in a future story). After folding up the rear seat and stuffing all of my camping and riding gear in, I set off on a 12-hour trip to the southwest portion of Colorado. One of the great things about our big ol’ country is just how big it is. Even though most of us have had to cancel our international travel plans, we’re fortunate that there’s such a vast array of land to be seen responsibly within our own 3.8 million square miles. Using a motorcycle to see it is an additional perk, and with a dirtbike, you’ll get to see much more of those hard to reach miles than others. Getting there As you make your way out of the LA basin, the landscape opens up to big beautiful blue skies scattered with wispy clouds and a vast display of desert scenery in hues of beige. No matter how desolate the California desert can sometimes seem as one drones on for hours on Interstate 40, it never gets old to me. Probably because it’s such a stark contrast to the cornfields I grew up in the middle of back in the Midwest. The further east you go, out of California and into Arizona, the colors become bolder. Moving up in elevation, the light tan of the low desert becomes a deep rich reddish brown dotted with green sagebrush and pinyon pines. When I used to drive home to Illinois every Christmas, the first place we usually saw snow was Flagstaff – understandable since it sits at nearly 7,000 ft. Continuing down the road into the sprawling Navajo Nation, one is rewarded with stunning views of striped mountains and mesas flaunting a history so many years in the making that it’s hard for us to fathom. Incredible rock formations one thought to only exist in old westerns and sci-fi movies are spread throughout the reservation’s 27,000 or so square miles. It’s worth noting that while the scenery can leave you speechless, many of the shacks on the side of the road where locals sell trinkets of all sorts – some made in China, some handmade in the closest city – are run down to the point of nearly falling over. It’s a grim reminder of the socioeconomic issues plaguing many Native American communities throughout the U.S. It lends a somber tone to a place with such rich cultural history. A place that is unsurprisingly the setting of so much enchanting and otherworldly Native American lore. Just south of Monument Valley and its famous buttes, the grade flattens slightly as you pass Four Corners Monument – the site where Utah, Arizona, Colorado, and New Mexico touch tips. Passing into Colorado the desert landscape remains the same, but not for long as the road meanders northeast into the San Juan National Forest. Dotted with picturesque old towns like Telluride, this area of the Rockies has an industrious mining history. Miners were pulling everything from silver and coal to uranium and gold out of them there hills, and it was here that I left the road for the backcountry. Somewhere around 10,500 feet up in the San Juans’ lush green mountains we made camp. Four days of rigorous testing and equally rigorous relaxation would ensue. R&R (Ripping & Relaxation) I remember when I started riding dirt bikes I came home and told my wife, “We rode these motorcycles up trails I wouldn’t even want to hike,” in utter disbelief of the machine’s capability. Using a dirt bike as a means of exploration also slakes my unrelenting impatience. I love hiking, but you get to see so much more even quicker atop a motorcycle. Not to mention that grabbing a handful of throttle as you drift through a corner or send it over a bump in the trail is an ever-rewarding activity. A few hours into the first day of riding I thought to myself, “Is this 12-inch wide trail on the side of this mountain ever going to end?” The answer was, not for a while. The trail, that my friend later referred to as Sidehill-a-Palooza, was aptly named. Seemingly endless single-track where just a few inches in the wrong direction you were guaranteed a painful death. Such harrowing trails often bring with them incredible views, that is, if you’re able to stop and look. Had you asked me at that moment if I was having fun I would have answered with 50% fun, 50% stressed. Turns out that is just what you should expect in the area we were riding. So, I just got used to looking as far ahead as possible and weighting that downhill footpeg. There were less stressful sections and trails, like one that had really great flow to it through a dense forest of Birch trees where you could really pick up some speed compared to a lot of the technical riding we had been doing. That less stressful trail was also lined with cut trees and branches, so if one was to have a mistake, the landing would be messy. The member of our crew who referred to that as a “chill” trail also ended up changing a tube trailside due to a pinch flat. Even being socked in on the side of a mountain trying to wait out a hail/rain storm doesn’t seem that bad in retrospect. Looking back now, it was incredible riding and having the chance to experience something aside from my normal California and Nevada trail rides was a real treat. It also helped me to sharpen some skills I don’t get to use as often. It’s always rewarding when you feel yourself becoming more comfortable in certain situations over the course of a few hours. After four days of exploring with both two-strokes and four, I wasn’t bummed to head back to California, I was recharged. It didn’t hurt that I would be driving back in one of the nicest trucks I’ve had the opportunity to spend that much time in either. Touring Monument Valley on a motorcycle isn’t too bad. I’ve traveled much of this route before, or something similar to it, more recently when I rode the 2019 BMW F 850 GS back from the press introduction near Gateway, Colorado. That was a different kind of trip, but was equally as rewarding – even if I had to cover 1,000 miles in two days. There’s something invigorating about motorcycles and the outdoors. Four hard days in the saddle of two really fantastic machines left my body tired and satisfied. Days spent overcoming challenges on the trail followed by nights around the campfire will do that to you. If you manage to bookend those days and nights with a nice road trip, you’re bound to be ready to grab life by the horns when you get back. This trip was just what I needed. The post Countersteer: Campfire Bound appeared first on Motorcycle.com. Source

Like many events in 2020, Amazon Prime Day was postponed this year. However, the wait is over! Amazon’s summer sales bonanza, Amazon Prime Day, has been announced for October 13-14. First launched in 2015, this sales event has become a huge bonanza for shoppers who don’t want to wait until Black Friday to buy things for themselves or others. Motorcycle.com will be tracking some of the bigger deals specifically for motorcyclists, so check with us throughout Amazon Prime Day 2020, which runs from midnight (PST) on Monday, October 13 to 11:59 pm on Tuesday, October 14. Until then, here are some motorcycle-related deals to keep you busy. Amazon Deals: Insta360 ONE R Twin Edition Motorcycle Kit You’ve seen the 360° videos on MO‘s YouTube channel, now you can make your own with the Insta360 ONE R Twin Edition Motorcycle Kit. The ONE R Twin Edition transforms on the fly from a 360 cam to a 4K 60fps wide-angle shooter. You’ll always have the right tool to capture the action. Documenting your riding experiences has never been easier or more fun! Shop for the Insta360 ONE R Twin Edition Motorcycle Kit here MOTOPOWER Waterproof Motorcycle Dual USB Charger Kit Keep your important electronics charged while you ride with this universal-mount USB charger. Taking your bike’s 12V power, the charger converts it to 5V at 3.1 amps, which is perfect for just about any phone, tablet, GPS, or camera. With the universal mount, you get to choose where to place it on your bike. Shop for the MOTOPOWER Waterproof Motorcycle Dual USB Charger Kit here Deals From Other Retailers AGV Pista GP R Carbon Winter Test 2018 Helmet – Save 44% The AGV Pista GP R features MotoGP-developed metal air vents with an external fin structure designed to optimize airflow in the front and air pressure at the rear. The shell is 100% carbon fiber for light weight. The helmet also uses a MotoGP-developed removable integrated hydration system to help riders keep hydrated while riding. On sale is a replica of the Mexican-inspired graphic design Valentino Rossi wore in the 2018 MotoGP Winter Test at Sepang. Shop for the AGV Pista GP R Carbon Winter Test 2018 Helmet here Bull-it SR4 Jeans – Save 47% The SR4 riding jeans from Bull-it are available in different styles, and in both men’s and women’s cuts. The denim material isn’t quite as tough as leather, but Bull-it claims its jeans offer an abrasion resistance at about 89.6% that of cowhide. The jeans accept knee and hip CE-approved armor (sold separately) and are treated with a water repellent silicone finish. Shop for the Bull-it SR4 Regular Men’s Jeans here Shop for the Bull-it SR4 Women’s Jeans here Nelson Rigg 40L Hurricane Waterproof Backpack/Tail Pack – Save 20% The Nelson Rigg SE-3040 Hurricane is a waterproof tail bag that also doubles as a backpack so you can use it on or off your bike. Multiple tie-down points help attach the bag to different tail designs. The 40-liter bag features a valve for releasing any trapped air, making it easier to keep compact and form a water-tight seal. Shop for the Nelson Rigg 40L Hurricane Waterproof Backpack/Tail Pack here Cardo SMARTH For HJC Full Face Helmets – Duo Pack – Save 30% The Cardo Smarth package comes with two communicators designed for use with HJC helmets. The Cardo Smarth uses a Dynamic Meshwork Communication system which allows for up to four riders to maintain in contact within a range of 0.75 miles. The communicators come with a built-in FM radio and Android connectivity (sorry Apple users, you’re out of luck at present). Shop for the Cardo SMARTH For HJC Full Face Helmets – Duo Pack here HJC IS-MAX II We’re big fans of modular helmets here at MO because of the combination of the protection offered by full-face helms and the convenience of an open face helmet. When we reviewed the HJC IS-Max II, we felt it offered good value compared to pricer helmets like the Shoei Neotec. Shop for the HJC IS-MAX II here Bertoni Motorcycle Goggles If you like riding with your face exposed to the elements, you may want to consider getting a pair of goggles to protect your eyes. These goggles from Bertoni offer a phtochromic lens that adjusts to different lighting conditions while promising UV protection. The lenses are also designed to resist fogging and keep your vision clear. Shop for the Bertoni Motorcycle Goggles here Sena 20S EVO Motorcycle Bluetooth Headset The Sena 20S EVO headset offers an eight-way intercom with a 1.2-mile range, Bluetooth 4.1 connectivity and built-in FM radio. Shop for the Sena 20S EVO Motorcycle Bluetooth Headset here Kuryakyn LED Saddlebag Accent Lights These LED accent lights serve as auxiliary brake lighting for your saddlebags while adding some style to otherwise plain parts of your bike. Shop for the Kuryakyn LED Saddlebag Accent Lights here Here’s what you need to know about Amazon Prime Day. What is Amazon Prime Day? Amazon Prime Day is an online shopping event offering exclusive deals and significant discounts for Amazon Prime members. According to Amazon, customers purchased more than 100 million products on Prime Day, setting a new sales record for online retailer (since surpassed by Cyber Monday last fall). When is Amazon Prime Day 2019? Amazon Prime Day 2019 begins at 12 am Pacific on July 15. This year, the event runs for 48 hours until 11:59 pm on July 16. So, yeah, technically that makes it Amazon Prime Days, plural, but I guess that doesn’t roll off the tongue as well. How much does Amazon Prime cost? For most people, an Amazon Prime membership cost $12.99/month, or if $119 if you opt in for a whole year. When you sign up, you get a free 30-day trial before you start getting charged membership fees, so if you only want to take advantage of Prime Day sales, you can always cancel before the trial period ends. If you’re a student, the fees are $6.49/month or $59/year, and you get a longer six month trial. If you have a medicaid card or an electronic benefit transfer (EBT) card, the membership fee is $5.99/month, and you get the standard 30-day free trial. Beside Prime Day sales, what are the benefits of Amazon Prime? With a Prime membership, Amazon promises free two-day delivery, with some cities getting free same day or one-day delivery. Prime members can also take advantage of exclusive deals the rest of the year, and get 30 minutes of early access to special lightning deals. Amazon Prime members also get access to Amazon’s entertainment services, including movies and television shows and Amazon’s music streaming platform. How do I sign up for Amazon Prime? You can sign up for Amazon Prime here. What if I don’t like Amazon? Amazon isn’t the only place you can find deals during Prime Day. Other retailers are offering their own sales, hoping to steal some sales from the online behemoth with big discounts of their own. It’s always smart to compare prices, especially when it comes to motorcycle gear, as retailers like Revzilla, CycleGear and Rocky Mountain ATV/MC may offer a wider, more specialized range of products for motorcyclists. 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 Amazon Prime Day Motorcycle Deals appeared first on Motorcycle.com. Source

Editor Score: 93.0%Engine 18.0/20Suspension/Handling 14.5/15 Transmission/Clutch 9.5/10Brakes 9.0/10 Instruments/Controls4.5/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 9.5/10Desirability 9.5/10Value 8.5/10Overall Score92/100 I must preface this review with the disclaimer that this is the first Beta I’ve ever ridden. I’ve had the opportunity to spend time on various other two strokes in this genre, but the 2021 Beta 300 RR is the first from the Italian brand that I’ve had a chance to get out and ride. So don’t expect a thorough year-to-year comparison. I just can’t do it, captain! What I can do though was drive 12 hours northeast from our base here in southern California to pop two cherries with one, uh, stone? My first ride on a Beta would also be my first four-day trail ride in Colorado. New bike, new terrain, 12-inch wide trails on the side of 13,000 ft mountains. Why not? Even though I didn’t get the chance to ride it, the 2020 Beta 300 RR brought with it a host of upgrades that included an all-new chassis including the frame, swingarm, fuel tank, seat, and bodywork. The engine was also equipped with a counterbalance shaft to reduce vibrations. If we consider 2020 a revolutionary model year for the Beta 300, 2021 is more evolutionary with subtle suspension tweaks, sleeker bodywork, higher-quality electronics, and a beefier subframe. With that in mind, let’s take a deeper look at the 2021 Beta 300 RR. Two Smokin’ While the Beta-built 293.1cc liquid-cooled two-stroke engine is carbureted, it benefits from oil injection meaning no pre-mixing of gas and oil is necessary. This is achieved by a separate oil tank under the seat that uses engine rpm and a throttle position sensor to vary the metering of oil into the engine. This led to pretty good mileage at approximately 35 mpg with the 2.55-gallon tank providing 90 miles or so of range. There are also two warning indicators: one if your oil reservoir is running low, and another if the system encounters a failure. The counterbalanced engine quells vibration from the motor significantly. Having the opportunity to ride a ’13 KTM 300 XC-W (not counterbalanced) back-to-back with the 2021 Beta 300 RR proved night and day in terms of the smoothness of the Beta’s engine. Another nice feature of the Beta for those who care about keeping riding areas open versus racing is that the bike is reasonably quiet. The electric start motor is tucked between the engine cases to keep the center of gravity low. An accessory kickstarter is available for around $400. We had to re-jet the 36mm Keihin PXK carburetor since the altitude at camp was over 10,000 feet and temps were a fair bit cooler than California. Thankfully, as with most two-strokes, there is plenty of room to get in there and twist the carb around to get these changes done fairly easily. After the jetting changes, we ended up tweaking the air screw a bit to make it richer off idle. Rain or shine, Beta has a map for that. The Beta 300 RR also has what I’ll call a rain or shine mapping system with the button to change between the “sunny” or “rainy” setting mounted near the steering stem on top of the frame. Effectively, this button delays ignition timing in the “rain” setting so the power comes on later which can be better for slimy wet conditions. Only the last day did I find use for this setting during one of our trails which had the most mud, rocks, and roots. The rest of the time, I found “sunny” to be just fine for most riding and would likely never switch it back home in southern California. Beta says this about its RR models: “Our RR models are designed for a casual off road rider or racer that is looking for more than just a play bike. We take pride in our slogan “Rideability” as it truly points out the real strength of a Beta. Others are focused 90% on building a race bike that is sold to the average rider. Beta takes pride in designing a motorcycle that appeals to the ‘common’ rider. The layout of the engine, the lower seat height, and the smooth power delivery are all traits of the bikes that provide the average rider more confidence.” Our test bike arrived with an FMF silencer equipped with a spark-arrestor for testing. The 300 RR comes with an Arrow silencer stock. While I never ended up tweaking the adjustable power valve (Beta sells an accessory knob so riders are able to easily adjust the power valve without tools), the low-end power delivery seemed a bit softer than expected, even causing the bike to flame out when I tried to tractor the motor down too low in the revs. This soft power delivery could be welcome in “east coast” riding conditions, but it didn’t deliver the same low-rpm punch that pulls hard into the mid-range that I’ve experienced on KTM 300 and 250 two-strokes. That’s not to say that the power isn’t there once you get closer to its mid-range, though. The engine still delivers plenty of umph once it starts spinning faster. The Beta 300 RR uses a six-speed wide-ratio transmission. The six-speed wide ratio transmission is great for wide-open spaces and worked nearly as well in tight places. The Brembo hydraulic clutch gives smooth positive actuation without being remotely fatiguing. I would say, for the tight trail work I would be interested in doing with this bike, I would change the final drive ratios from the stock 14/48 to something around 13/52. Although you could never get away with plating the Beta 300 RR here in California, the bike comes all wired up and ready for turn signals with the left switchgear, including buttons for brights, a horn, and indicators should you live in an area where you can license a two-stroke and are so inclined. It even comes with a nice display that shows speed, average speed, maximum speed, total miles, trip meter, hour meter, and battery voltage and is flanked by warning lights. “Designed for a casual off road rider or racer” Hmm. Designed for both the casual rider and racer. How do you go about doing that? I suppose the smooth power delivery, relatively low 36.6-inch seat height (it doesn’t feel that high), ability to add DOT-required necessities, oil injection, and electric start do make the 300 RR an approachable machine for anyone. Also keeping with the ease of use theme, the airbox cover and seat can be removed without any tools or keys. The seat easily pops off via a button located on the left rear fender. At the same time, if I were to race this bike, there are some changes I would make. While I already mentioned the gearing change, wrap-around handguards are probably the only other things I would do if I wanted to enter a race with the Beta 300 RR. I guess they’re right, it is a pretty great bike for everyone. The handlebars are six-way adjustable and the seat-to-footpeg distance is quite comfortable for 5-foot 8-inch me. What’s not comfortable is the seat. Oh man. If you plan on sitting for any amount of time, you’ll want to replace it immediately. No tools are needed for fork adjustments. One thing a casual rider might consider changing, unless we’re talking about aggressive weekend warriors, is the suspension. I found the suspension fairly stiff at the stock settings for my 185 pounds (with gear), but it’s really quite well-damped front and rear. It never felt harsh. I added some preload to the fork which helped the front end feel more planted, but aside from that, I was quite happy with the 48mm Sachs fork and Sachs linkage-type shock. Both are fully adjustable with the fork’s adjustments all able to be made from the top of the fork tubes without tools. The fork and shock provide 11.6 and 11.4 inches of wheel travel, respectively. I preferred medium- to open-terrain on the 300 RR simply because the suspension works quite well at speed. Once the pace ramps up, the suspension works even better, and you forget how jarring it can feel while going slow over bumpy terrain. The rigidity of the chassis, the suspension, and the Michelin Enduro tires all provide an excellent stable platform that stays compliant at speed without deflecting. The 300 RR feels nimble through tight trees as well; it was only the lack of low-end punch that left me wanting in those scenarios. The front brake delivers plenty of stopping power, but you have to get used to the fine line between locking the front wheel and modulating the lever. The Nissin two-piston front caliper bites a 260mm rotor while a single-piston caliper squeezes the rear 240mm rotor. It took me a little while to get used to the front brake. The initial bite isn’t too bad, but the stopping power ramps up quite quickly afterward meaning that the line between stopping quickly and locking the front is a fine one. As for the rear brake, I really appreciated the size and position of the pedal which made it easy to modulate. To top it all off, the Beta 300 RR is one of the lowest priced bikes, if not the lowest, in its category at $9,199. That’s a great deal, particularly for riders looking for a casual, yet highly capable enduro bike. The biggest let down for me was the lack of a strong low-end hit and pull into the mid-range. It’s one of the things I love about the KTM’s I’ve ridden. If you’re not bothered by the softer smoother power delivery at low rpm, this bike is just as good as anything else out there. 2021 Beta 300 RR + Highs Top quality components Easy to use, adjust, and maintain Simply fun to ride – Sighs Soft bottom(end) No handguards The seat is hard AF In Gear Helmet: Fly Racing F2 $250 Jersey: KLIM XC Lite $40 Pants: KLIM XC Lite $130 Gloves: KLIM XC Lite $30 Boots: Alpinestars Tech 10 $650 Pack: KLIM Nac Pak $135 2021 Beta 300 RR Specifications MSRP $9,199 Engine Type Single cylinder, 2-stroke, liquid-cooled Bore x Stroke 72 mm x 72 mm Displacement 293.1 cc Compression Ratio 11.9:1 Exhaust Valve BPV System Starter Electric starter Ignition AC Kokusan – digital CDI with oil pump controller Sparkplug NGK BR7ES Induction System induction reed Lubrication Mixing with electrical pump Carburettor Keihin PXK 36 Clutch wet multi-disc clutch Primary Drive Z.27/72 Transmission 6 gears Final Transmission Chain Engine Oil SAE 10W/40 Frame Molybdenum steel with double cradle split above the exhaust port Front Suspension Hydraulic USD fork with ø 48 mm shaft, 11.6 inches of travel Rear Suspension Monoshock with progressive compound lever, 11.4 inches of travel Front Brake Wave disc ø260 mm and double-piston floating caliper Rear Brake Wave disc ø240 mm and single-piston floating caliper Front Wheel 21 x 1.6 – 36 holes Rear Wheel 18 x 2.15 – 36 holes Front Tire 90/90 – 21 Rear Tire 140/80 -18 Wheelbase 58.3 inches Max Length 85.5 inches Max Width 32.1 inches Max Height 50 inches Seat Height 36.6 inches Ground Clearance 15.6 inches Footrest Height 16.0 inches Wet Weight 246 pounds (measured, full of fuel) Fuel Tank Capacity 2.5 gallons (0.6 gallons in reserve) Cooling System Capacity 0.3 gallons The post 2021 Beta 300 RR Review appeared first on Motorcycle.com. 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Three weeks ago today, I got hit by a car while testing a bike for a future comparison story. While on a two-lane canyon road, I was approaching a left-hand bend. In the opposing lane the car driver misjudged his speed for the right turn, crossed over the double-yellow lines, and nailed me. Airborne I went – over the hood of the car, doing my best Superman impression. On the totem pole of things you never want to happen to you on a motorcycle, getting hit by a car has got to be pretty high up there. While midair I distinctly remember my chest and shoulders suddenly feeling tighter – like someone was giving me a weak hug. “My airbag!” I thought, just before making impact with the ground. I landed on my right shoulder, did a barrel roll, then came to a stop in the kneeling position. As scary as it sounds, I walked away from the accident, and other than some general soreness I’m completely fine. Literally minutes after this picture was taken, my stance on airbags was solidified. My safety gear clearly did its job – most importantly, my Alpinestars Tech-Air 5 smart airbag protected me from the impact with the ground. Obviously this accident could have been so much worse, but the fact I don’t even have any bruises on my upper body (the airbag’s protection zone) and just a tiny bruise on my knee, to me, says everything you need to know about the effectiveness of airbags. Types of airbags and how they work We’re going to do a deep dive into airbags, especially smart airbags, in a future story. In short, there are two main kinds of airbags. The version you may be more familiar with are the tethered airbag systems. Initially these were vests you wore externally with a cord tethered to a fixed location on your motorcycle. Some manufacturers are producing jackets with the airbag built in, but still using a physical tether to the motorcycle. The Klim Ai-1 airbag vest is representative of all the current airbag vests. Visually, well, it’s a vest. The real magic happens inside the vest, where the sensors and ECU are located. The second kind are what’s called “Smart Airbags” and if you watch MotoGP, this might be familiar to you. There are a few companies making these, but the general idea is the same. Here, the airbag vest resides inside the jacket or suit, however unlike the tethered airbags, there is *not* a physical tether at all. It is completely wireless and independent. Accelerometers and gyroscopes located throughout the vest communicate to an ECU built into the vest, and when it senses a crash (whether on your own or with an assist by somebody else), it’ll deploy the airbag to protect the upper body. This graphic of the Dainese D-Air Road system gives a brief overview of how the system is meant to work. In short, whether you get tangled up with somebody else, or you find a way to separate yourself from your motorcycle all on your own, an airbag will deploy and help protect your upper body. Comfort A popular question I get is about the comfort of wearing another piece of protective gear. That’s fair: there’s no denying airbag vests add another layer separating you from fresh airflow. Still, these smart airbags are built with mesh materials to minimize air blockage – and it’s not like they cut off all air circulation. A non-vented jacket will do far more to block air. Most (but not all) electronic airbag vests are worn inside a riding jacket, which creates another barrier between the jacket and fresh air. However, in our use, this only became uncomfortable on extremely hot days. That all being said, there’s always the tradeoff between comfort and protection. To me, on most days, the additional layer isn’t much of a bother, and even on the hottest of days like the triple-digit day of my accident, the heat was bearable as long as we were moving. Nonetheless, I’ve always maintained that I’d rather sweat than bleed. Price/Worth I think we can all agree about the efficacy of airbags, tethered or not. The technology has saved countless numbers of lives in cars. So, it’s only right to assume the tech has huge benefits to motorcycle riders, no matter what form of motorcycling you do. Inevitably, the question of price always comes up. Tethered airbags typically run a couple hundred bucks, while the smart airbags range from $600 to $1200, depending on the model. Helite, long known for its tethered airbags that are worn externally, or, over your jacket, has now released an electronic airbag with a sensor placed on the fork that communicates with the airbag. Pricing is still TBD in America. However, you can currently find the tethered vests roughly in the $500 range. Is it worth it? Just like an expensive helmet (or even a cheap one), an airbag is another piece of safety gear you never want to test but will be absolutely grateful for if you ever do. Again like a helmet, an airbag can make the difference between life or death – and that’s not hyperbole. That alone should be reason enough to wear one, but if it really is a matter of dollars and cents, then consider the cost of your deductible should you hurt yourself or your bike in a crash and need to rely on your insurance. Odds are a few hundred bucks for an airbag, even a tethered one, is less. Then there’s the invaluable downtime should you have an extended hospital stay… So, why am I writing this? Because it’s human nature to disregard impactful events until it happens to you or someone you know. If you’ve been on the fence about getting an airbag – any airbag – let my real-world experience convince you not to wait anymore. Remember that photo at the top of the page? This is the aftermath of what happened minutes later. Full credit goes to my airbag for keeping me injury-free. For me, the decision is clear. In fact, I never ride on a racetrack without one. But I wasn’t so vigilant about airbags on the street. In the back of my mind, I’ve always known that having an airbag would be safer than not having one, but sometimes I’d get complacent – or just downright lazy – before heading off on a street ride and wouldn’t put it on. I count myself lucky and grateful that I was wearing one this time, and I won’t be riding a motorcycle again without one. I suggest you don’t either. The post Why I’ll Never Ride Without A Motorcycle Airbag Again appeared first on Motorcycle.com. Source

As I write this, Southern California is under an excessive heat warning, with the next three days bringing temps that can soar up to 110ºF (that’s 43ºC for you non-Americans) in my area. Honestly, when the temps get that high, I’d rather hop in a pool than ride a motorcycle. But even if you’re riding on a nice day, engine heat can radiate right to your feet. No matter how the heat gets to your toes, it’s times like these when a highly breathable shoe is a godsend. Enter the Alpinestars Faster 3 Rideknit Shoes. The magic ingredient here is the Rideknit material, which is basically Alpinestars speak for the knitted mesh material you’ll find all over the shoe, including the outer, the tongue, and the area surrounding the outer ankle. This allows a huge amount of air to enter the shoe. Then again, if you’re riding on the surface of the sun, as it seems we’re currently doing here in SoCal, then no amount of mesh is really going to keep your toes cold. We’re all familiar with the amount of air you can flow through mesh material, and the Rideknit material is no different. What’s also cool is the smooth transition from Rideknit to microfiber. if you opt for the standard Faster 3 shoe, you’ll get this microfiber throughout. For all the areas not surrounded by the Rideknit material, there’s synthetic microfiber. This includes the inner shoe, reinforced toebox and shift pad, and the heel counter. What makes the Faster 3 a cool shoe (pun not intended) is how the combination of Rideknit material and microfiber seamlessly blend together, with smooth transitions from one material to the other. It’s definitely a stylish riding shoe that looks just as dope off the bike as on. Speaking of putting the shoe on, it’s really as simple as slipping on any other sneaker you own – that’s the beauty of riding shoes. The toe box felt just a tad narrow for my wide feet, but as the shoe has broken-in my feet have become more comfortable inside. There’s a traditional lacing system to keep the shoes on your feet, with a hook-and-loop strap reaching across the top of the shoe to keep the laces in place and away from things like your countershaft sprocket or side stand. The mesh material is used through most of the tongue of the shoe as well. Here you can also see the relatively narrow toe box, shift pad, lacing system, and Velcro strap to keep it in place. Speed lacing would be nice, but it’s not a deal breaker. Of course, a riding shoe’s primary purpose is to protect the foot and let the rider feel the controls. Starting with protection, well, it’s obvious riding shoes, including the Faster 3, skew heavily towards comfort over protection when compared to traditional riding boots. But the Faster 3 still gives you TPU ankle protection along with dual density ankle protectors. As mentioned before, the toe box and heel counter are also slightly reinforced. Where the Faster 3 really shines is when discussing comfort and feel. All the mesh material allows the shoe to flex and bend naturally, and I found them to be immediately comfortable for riding the moment I took it out of the box. Just by looking at the Faster 3 you can see the sole looks really slim. While I wouldn’t call these running shoes by any means, the thin rubber compound means there’s minimal material between the foot and the pegs, giving great feel of the controls. It also helps provide stable footing once your feet are on the ground, as you won’t feel any flex from the sole. The support shank embedded within the sole helps the bottom of the shoe keep its shape and provide rigidity. In the few hundred miles I’ve put in the shoes so far, I’ve been happy with the comfort, impressed with the airflow, and overall satisfied with the shoe. I even like the flashy colors! Although, if you like more traditional colors, those are available, too. If I do have a gripe, it’s that I wish the Faster 3 utilized a speed lacing system, like the SP1 shoes I’d been wearing for years. I know – tying shoelaces is a first-world problem if ever there were one – but speed laces are incredibly convenient. Now, I’m not fooling myself into thinking these shoes will provide me with much protection should I actually need them in a crash, but that’s the tradeoff I’ve made in search of comfort and convenience, while still having more protection than a normal pair of sneakers. If that’s a tradeoff you’re comfortable with, then I suggest you give these a look, too. If you’re flat-footed like me, thin soles don’t do your feet any favors when you’re walking. However, they do give your feet great feel on the controls. One final note: The Faster 3 is available in four varieties – the standard version, which uses the synthetic microfiber throughout, and the Rideknit version seen here, as well as Stella versions of each tailored specifically for a woman’s foot. While I can’t imagine any of the four shoes are going to do much to keep your feet warm on really cold rides, the standard Faster 3 might be an attractive option for cooler weather. Retail pricing for the Faster 3 Rideknit starts at $179.95. Standard versions are $20 cheaper. Shop for the Alpinestars Faster 3 Rideknit Riding Shoes 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 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 MO Tested: Alpinestars Faster 3 Rideknit Riding Shoes appeared first on Motorcycle.com. Source

Updated September 2020: I’ve used quite a few backpacks during my time as a motorcyclist. At one point, I had gone nine years without owning a four-wheeled vehicle with only motorcycles in the garage. During that time I had a chance to try out a few different styles and brands and even the misfortune to lowside while wearing the one in the lead photo (this picture was taken months after the mishap). Below you’ll find a list of 10 moto-centric backpacks that carry their own unique features and style. While it’s hard to say that the best motorcycle backpacks will be the same for you as anyone else, it is, at the very least, a chance to peruse some packs you may not have heard of before. So, here it is, in no specific order, our 10 picks for the best motorcycle backpack. Table of Contents Kriega R25 – $189 Velomacchi Speedway 28L – $269 Ogio Mach 5 – $200 Nelson Rigg Hurricane 40L – $140 Oxford B-25 – $75 SW-MOTECH Triton 20L – $138 GoPro Seeker – $170 Klim Nac Pak Hydrapak – $135 Enduristan Hurricane 25L Rucksack – $270 USWE Patriot 15L With CE-Certified Back Protector – $169 Kriega R25 – $189 Kriega is a British company founded in 2000 by Dominic Longman and Michael Cottam created to build high-quality motorcycle backpacks and now, other pertinent moto-luggage. Kriega’s current line of backpacks available in the U.S. include six models, five of which get their name from the liter capacity of the bag itself, ie: R25. Most of the backpacks are made with a combination of 1000D Cordura and 420D nylon rip-stop with reflective panels included throughout. My only gripe, which some may prefer, would be that the Kriega bags are basically one large compartment. The different bags will include some combination of one outside pocket, an inner zip pocket, and an inner laptop/tablet pouch. They also have compression straps on the outside to cinch everything down to a small and compact package. Kriega also offers back protectors, hydration bladders, and extra external storage which can be fitted to many of their backpacks. One of Kriega’s most noteworthy attributes though, would be the Quadloc harness system with which you strap the bag to yourself. I have ridden over 10,000 miles and had one lowside with the Kriega R25 that I use on a daily basis. Every time I throw on the R25, I’m reminded of how easy it is. Whether you’re wearing all of your gear, helmet, jacket, gloves, etc., it’s easy to get your arms into the straps. With the Quadloc system, pack weight is transferred to the chest and body, reducing fatigue to the shoulders and back, and while it doesn’t transfer all of the weight off of your shoulders with a heavy load, it certainly helps. Check out Kriega’s entire backpack line here. Shop Now Velomacchi Speedway 28L – $269 I’ve noticed a whole slew of motojournalists using the Velomacchi Speedway 28L bag recently. And why not? Velomacchi blends style and functionality together to create a great looking bag with a quality feel. The Speedway 28L is waterproof and uses a roll-top design with 1000D competition fabric throughout its construction. The Speedway has five pockets for storage as well as an emergency medical information pocket on the right shoulder strap. Also on the right shoulder strap next to the metal clasp, is a flat plate to mount an adhesive GoPro mount or something similar. Velomacchi uses a magnetic sternum coupler to clasp the shoulder straps together and while it is a sleek design, I have heard of it getting clogged up fairly quickly by dust in an off-road situation. Thankfully, I was also told the clasp is easy to clean out. If you’re looking for something more stylish than your everyday backpack while being functional and waterproof, check out Velomacchi Speedway 28L. See the full Velomacchi line of product here. Shop Now Ogio Mach 5 – $200 The Ogio Mach 5 has had a few different iterations over the years and has been popular since its inception with a full focus on aerodynamics. Guys who choose to commute on sportbikes will thank the aerodynamic design of the Mach 5. When donned and strapped tight, the Mach 5 does exactly what it’s designed to do, slices through the air without pulling you around like some backpacks do in strong winds. The Mach 5 zips open from the front to retain the no-drag profile on the back. Inside, as with most Ogio backpacks, you have plenty of storage options with various pockets, pouches, laptop sleeves, a removable helmet carry strap, and even a padded interior helmet visor sleeve. Planning to go somewhere fast, but need to bring along a few well-organized essentials? Check out the Ogio Mach 5. Shop Now Nelson Rigg Hurricane 40L – $140 The Hurricane is a new model from Nelson Rigg. Nelson Rigg may be better known for its soft motorcycle luggage, tank bags, and motorcycle covers – and rightly so, given that they have been producing the stuff since 1972. The Nelson Rigg Hurricane comes in 20L and 40L capacity and features a fully waterproof UV coated 24oz Tarpaulin PVC outer layer with seams that are heat welded. The Hurricane opens from the top in typical “dry-bag” rolling fashion. With compression straps and MOLLE panels on the outside, it is easy to strap on other essentials or to lash the bag itself onto a motorcycle. The shoulder straps are fairly basic but beefy, and the Hurricane offers a chest and waist straps to keep things cinched down in bumpy environments. One of my favorite features of the Nelson Rigg Hurricane is the air purge valve which makes compression easy, something those of you with experience using dry bags will find a welcome addition. Shop Now Oxford B-25 – $75 The Oxford B-25 is a fairly basic 25L capacity, waterproof backpack with a roll-top design, welded seams, and water-resistant zippers. The B-25 has one large main compartment with two outer zippered pockets as well as two mesh pockets on each side. Compression straps located on the outside are easily adjustable. Reflective piping is also used for greater visibility at night. Oxford delivers a simple waterproof pack at an affordable price with the B-25. The B-25 is available in black, white, and hi-viz yellow. Shop Now SW-MOTECH Triton 20L – $138 Another company more widely known for motorcycle luggage and accessories, SW-Motech has made a name for itself within the ADV community and beyond. The SW-Motech Triton 20L is a 20L capacity, waterproof, roll-top backpack. The Baracuda includes a padded laptop compartment as well as other compartments for smaller items. On the outside of the bag you will find a large zipper down the center for quick access into the bag’s main compartment without having to unroll the top. Shop Now GoPro Seeker – $170 Fancy yourself a MotoVlogger? The GoPro Seeker is the optimal pack if your planning on bringing and using all of your GoPro cameras and accessories. While the Seeker’s 16L of storage capacity is small in comparison to others on this list, it more than makes up for its small size in features. The GoPro Seeker is compartmentalized to hold five GoPro cameras up top, as well as extra batteries, SD cards, chargers, etc in other pockets. Some pockets are complete with elastic straps to keep things from bouncing around while packed. The outside of the Seeker is just as feature-rich: an integrated chest mount, and shoulder mount are included for standard GoPro mounting plates and the left side of the pack is also set up for unique shots using GoPro’s 3-Way gimbal. While GoPro doesn’t claim the Seeker is waterproof it does use the term weather-resistant. Probably best used during drier rides. Shop Now Klim Nac Pak Hydrapak – $135 The Nac Pak Hydrapak Shape-Shift Bag from Klim is a medium-sized backpack, perfect for those day trips that might turn into overnight stays. The Nac Pak carries both your small or medium laptop and your tools. Additionally, the included 3L Hydrapak Shape-Shift bladder will ensure that you stay hydrated. The water bladder is completely reversible, so you don’t have to worry about gunge and gunk growing in the Hydrapak. The Shape-Shift top opens wide, so it’s easily filled. Then just fold over the lip and slide the clip on for a spill-proof seal. The Klim Hydrapak Shape-Shift also can be frozen, so you can get a cool sip out on the hot trails. Want something a bit warmer on those chilly days? The Shape-Shift can hold up liquids up to 140° F. The Nac Pak uses thick padded shoulder straps, an adjustable sternum strap with a rescue whistle built into the buckle, and a waist strap with a small pouch. Just be careful when loading down the removable tool pouch, this bad boy could get heavy really fast. Shop Now Enduristan Hurricane 25L Rucksack – $270 If you’re an experienced adventurer, you know that hydration bladders don’t last forever. A fall that lands you on your back can cause a pressure spike that even the best welded seams cannot contain. The Enduristan crew is a team of seasoned riders. They designed the Hurricane series with an entirely separate external pocket for hydration bladder storage. Your main storage area is designed to be completely waterproof. Being keen on fluid transport, they also incorporated a pair of side holsters for one-liter fuel bottles. The central chest buckle and waist strap help to keep your payload centered and off your shoulders. If you’re hitting the trail and would prefer your stuff staying dry, look no further than the Enduristan Hurricane series. The additional capacity of the 25L Rucksack includes a bottom pocket for low-center-of-gravity tool storage and a rear entry upper-security pocket for valuables. Shop Now USWE Patriot 15L With CE-Certified Back Protector – $169 The Patriot 15 is a small pack designed to stay glued to your back as you blast down your favorite road or trail. It features an integrated SAS-TEC CE Level 1 back protector to shield your spine from the road or trail as well as any contents of your pack. The adjustable, elastic harness design is where the Patriot really shines. The clasp meets in the center of your chest, leaving your shoulders completely isolated from any restraint. The straps feature elastic sections so no matter how you bob and weave around your bike, the bag will not move. The Patriot is hydration pack ready and is equipped with a myriad of inner storage pockets. 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 Backpacks appeared first on Motorcycle.com. Source

You know what they say: If it flies, floats, or fluctuates, you’re better off renting. Is that true of motorcycles too? Not long ago motorcycles needed lots of love and personal attention just to keep running, in the same way a toddler or puppy needed constant guidance and assistance with personal hygiene. New bikes, though, seem sprung from the womb fully formed and ready to be emancipated. They need fresh oil now and then and other normal wear items. But for the most part, you just hit the button and go. That twist-and-go nature might make some boomers sad, but it really shouldn’t as there will always be plenty of used motorcycles to go around, with carburetors and other arcane internals slouching toward entropy. It’s that need to care for a machine, just like a child, that creates the emotional bond so many people feel for their motorcycles. With the diminishing of that need for maintenance, does the emotional bonding go away? Does the motorcycle become just another sporting good, like a bag of golf clubs or a pair of skis? When the topic of renting one’s motorcycle out has come up before on MO, it’s really struck a nerve with a reasonably sized vocal subset who view someone else riding their bike the same way they would an outsider having, ahem, sexual relations with their partner. Some of them may be just kidding. Others, throughout history, have seen that same kind of sharing as a money-making proposition. We’re not here to judge. Sexual mores have changed quite a bit along with the same technology that makes ride-sharing possible. These revolutions seem to happen faster in California, where many of us are unmoored from our roots. Note, for example, the Riders Share website. As we sit here on a Tuesday afternoon in the middle of Orange County, CA, – laptop in lap – it appears we can have a date with 95 motorcycles in the general vicinity. First you have to decide what kind of ride you’re craving that day, because there’s just about every conceivable kind of motorcycle on here. Run up Angeles Crest? Shoot Rigoberto a message in La Puente to see about riding his 2018 Panigale V4 for $190 a day (10% discount for multi-day rentals). You’ll ride it hard. Rigoberto will put it up wet. And pay for that desmo service when the time comes. Wait a minute! Scratch the part about older bikes being ready for retirement. Wanna relive your youth, or learn what it was like, because you weren’t yet born in 1991? Vaughn B. up the street in Long Beach has a few classic GSX-Rs, which appear to be in immaculate condition, reportedly serviced within the last 3-4 months and with 90% fresh tires! Man we loved those things. Just look at it. This is quintessential Southern California, ancestral home of the American squid. Riders Share doesn’t discriminate, though. Wanna go for a trail ride with your pals, but don’t wanna buy a dirtbike, because you only trail ride once a year? Richard R in Santa Ana, and his 690 Enduro to the rescue. Maybe ask him to swap on the knobbies before your scheduled pickup, or look to one of the other dirtbikes on the site, including an EXC500. If you’re interested in something a bit more leisurely, perhaps in a bagger, there are tons of them up for a ride including lots of late-model Harleys, a Victory, and a bunch of metric cruisers. Enough California already… What about a nice trip to Vancouver, Washington, where it’s nice and cool? Haven’t been there in a while. Of the 26 bikes for rent there this weekend, mmmmm, I think I want this one. If you think all the bikes on Riders Share must be unloved beaters, you couldn’t be more wrong. Almost all of them look well-loved, and the company does its best to ensure all its renters are safe, responsible riders. Here’s the description of this Portland, Oregon, 1982 Honda CB900F Super Sport, by its owner Ryan M.: My family has owned this particular example since 1985, when it had only 2,200 miles on it. In 2012 it had a thorough restoration that included replacement of nearly every rubber part, new brakes, new starter solenoid, gas tank cleaning, and a tune by HRC Master Mechanic Chris VanderVoort (multiple AMA Superbike champion mechanic). Starts like butter. Shifts like butter. Rides like butter. Also in the Vancouver/Portland area, a couple of vintage KTM Adventures, a smattering of BMW GS and an RT, and a Yamaha Royal Star if you want to cruise in style. Kansas City, Missouri What if we want to get back to our ancestral roots and roll from barbecue joint to barbecue pit? The pickings are somewhat slim, but so are the curvy roads. You get what you need. Half of the eight bikes on offer in KC are Harleys, but what would be better for cruising around the wide-open spaces and the prairie than Jeremy S.’s 2013 Electra Glide. Eighteen trips have been booked on Jeremy’s bike, and have resulted in 18 5-star reviews. If the Ultra’s not your style, also for rent are a Sportster, a Fat Bob, a Ducati Monster, a Hayabusa, a Can-Am Spyder, and a Kymco Xciting 50. All over the place By now you’re probably getting the picture. Maybe you’d like to ride around Alaska, but you don’t have time to ride all the way across Canada to get there. Well, James S. will be happy to rent you his 2016 Honda Africa Twin, with DCT, for $150 a day, and your best buddy might as well go along and ride his ’17 R1200 GS Adventure for $150 more. From Daniel P.’s $75-per diem V-Strom 650 in Honolulu to Carl Z.’s new 2019 Triumph Speed Twin in Boca Raton, Riders Share’s got over 2500 bikes signed up so far, and ready to roll from fruited plain to purple mountains majesty (44 in the Denver area) and everywhere in between. To rent, all you have to do is: Be 21 or older. Validate your phone number and email address. Check out with a credit card. Be in possession of a valid motorcycle license or equivalent. Allow Riders Share to possibly run a background check. RS says it looks at 100 different data points to vet riders, that its system is improving over time, and that the vast majority of riders that meet the above requirements are allowed to rent. Insurance is the responsibility of the renter, though a damage waiver can also be bought. You know who you are. Welcome to the sharing economy. It’s not all good, but when it comes to getting a chance to ride a motorcycle you’ve been lusting after, either from home or as part of a little vacation away, or just ride any cool motorcycle instead of a rental Buick, the downsides are hard to see. Just be careful you don’t fall in love. Riders Share MO readers receive a $25 credit to RS when they sign up via this link: https://www.riders-share.com/welcome/motorcycle 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 Why Buy a Motorcycle? This Site Will Let You Rent Any Motorcycle You Want appeared first on Motorcycle.com. Source

Back in the day, when a proper sport-tourer was an 1100 Katana or an FZR1000, the tank bag was indispensable for weekend blasts to San Francisco or Reno or wherever. The FZR in particular had a flat-topped steel tank that was the catbird seat for my old magnetic bag. If you packed soft t-shirts and undies on top, it was purrfect to lean on and unweight your wrists. Magnetic was good for me, since I was always riding different bikes. If you have one bike, an old-fashioned strap-on bag, invented before the magnet, is a bit more secure on windshieldless motorcycles. Now that we’ve gotten old and soft, and motorcycles have become more specialized (I’m pretty sure saddlebags weren’t an option on the ZX-11 like they are for the new Ninja 1000), the old tank bag just doesn’t see much action lately. But I couldn’t help noticing the new Z900 tank looked perfect for a tank bag, and if you’re an old-fashioned rugged person who wants to go places in a hurry and less encumbered, a good tank bag is still a must-have accessory. Here are seven great ones to get your shopping started. PS: If you’re worried about your paint, a layer of clear protective adhesive-backed coating like 3M Paint Protection Film isn’t a bad idea. Table of Contents Chase-Harper 800 Sport Trek Magnetic – $70 Shad E16-P with PIN mount – $156 GIVI ST602B Tanklock 4 Liter Quick Release Tank Bag – $107 SW-Motech EVO Daypack Quick-Lock Tank Bag – $144 Wolfman Blackhawk Motorcycle Tank Bag WP – $190 Cortech Super 2.0 12L Tank Bag – $90 Nelson-Rigg Trails End Adventure – $91 Chase-Harper 800 Sport Trek Magnetic – $70 Chase Harper makes a shed-ton of tank bags; this 800 is a midsize, ergonomically expandable tank bag with a circumferential zipper that lets it expand from 10.4 to 17 liters. It’s made of urethane-coated ballistic nylon for tear and water-resistance, sealed with big YKK black metal zippers. A non-slip rubberized polyester material covers the bottom and the magnetic wings to prevent scratching, which is chock full of neodymium magnets for secure mounting (a strap-mount version also available). It converts to a backpack, there are mesh pockets, a detachable touch-sensitive map pouch for map, cell phone, or tablet use, yada yada yada… very nice. Bottom Line/Great bag for the buck Shop Now Shad E16-P with PIN mount – $156 If you’re on a truly naked bike and moving at a good clip, something a bit more secure than magnets is in order. The SHAD people came up with an innovative Pin System that secures bag to bike by replacing 3 or 4 of the original gas cap screws with pins, for a positive mechanical connection that can be installed in minutes. There are applications for over 180 motorcycles, and counting. The E16-P is Shad’s largest bag, expandable from 11 to 15 liters, and packed with all the features you’d expect for the price, including a touch-screen friendly smartphone compartment and a pass-through port for your charging cable. Bottom Line/Added security for bikes without windshields Shop Now GIVI ST602B Tanklock 4 Liter Quick Release Tank Bag – $107 GIVI has its own Tanklock system, similar to some others, which involves a raised ring deal that also bolts into the tank filler holes and eliminates the need for magnets or straps. Natch, GIVI produces a plethora of luggage, and looks like nine different Tanklock bags on its site. The ST602B here is a smaller, 4-liter job, thermoformed in EVA laminated Polyester 1000D for an aerodynamic design. Waterproof zippers, a waterproof bag, shoulder strap and an internal pocket for carrying your phone is included – though the actual BF series Mounting Flange is sold separately. Bottom Line/Holds its shape even in milk Shop Now SW-Motech EVO Daypack Quick-Lock Tank Bag – $144 Another one in the gas filler-mount category, would be the SW Motech line of bags, using SW’s proprietary mount system. This EVO Daypack, expandable from 5 to 9 liters, is on the smaller side of SW-Motech’s offerings, of which there are myriad, including bike-specific bags for tons of motorcycles and the EVO 2.0 Engage electric bag in our lead image. All of them can be attached to the EVO tank ring with one hand and just as easily removed for refueling. Ballistic nylon construction is tough, and carrying handle and shoulder strap are included, along with connectors for a GPS mount, map holder and phone or tablet drybag. It can also accommodate a cable lock for anti-theft protection. Made in Deutschland. Bottom Line/Teutonic engineering Shop Now Wolfman Blackhawk Motorcycle Tank Bag WP – $190 I’ve never owned a Wolfman tank bag, but I still use the Wolfman tail pack I got during the Clinton administration, and it’s still in great shape. The Blackhawk WP is Wolfman’s largest tank bag, at 10 liters (610 cubic inches), and attaches to your bike with a classic four-point snap harness. The yellow bungee on top is for storing gloves while you’re gassing up, or a jacket layer when you’re not. There’s a removable clear pocket, along with a removable waist belt pouch. The #8 YKK waterproof main zipper seals up the ballistic nylon shell quite snugly, and a raincover is included (like all these, I believe). Bottom Line/Built to last Shop Now Cortech Super 2.0 12L Tank Bag – $90 This one’s available magnetic or strap-on, with a non-slip, non-scratch mounting base under a shape that’s perfect for leaning up against. Constructed of ballistic polyester and 1800 denier twill Jacquard, with multiple mounting options including to yourself with backpack straps, this expandable 12-liter bag is one of many Cortechs designed in the USA. Comes with a removable map case that’s great for things besides maps, along with a built-In sip tube and headphone ports. Bottom Line/Shapely Shop Now Nelson-Rigg Trails End Adventure – $91 It’s not Nelson-Rigg’s first rodeo either; they’ve been making bags for 30 years. The Trails End’s anti-slip V-shaped base is designed to fit off-road, dual-sport and adventure motorcycles, with a main compartment measuring 12”L x 7”W x 9”H with more expandability to 16.5 liters as needed. UltraMax polyester construction gives the bag maximum UV protection, and a new quick-release system makes for quick mounting and refueling. Reverse coil zippers are claimed to keep out dust and dirt. You got your convenient side pockets for smaller items for easy access as well as a clear touch-screen-friendly map pocket. What could go wrong? If anything does, NR provides a lifetime warranty. Bottom Line/Expand your adventure 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 Tank Bags! appeared first on Motorcycle.com. Source

Back in the day, when a proper sport-tourer was an 1100 Katana or an FZR1000, the tank bag was indispensable for weekend blasts to San Francisco or Reno or wherever. The FZR in particular had a flat-topped steel tank that was the catbird seat for my old magnetic bag. If you packed soft t-shirts and undies on top, it was purrfect to lean on and unweight your wrists. Magnetic was good for me, since I was always riding different bikes. If you have one bike, an old-fashioned strap-on bag, invented before the magnet, is a bit more secure on windshieldless motorcycles. Now that we’ve gotten old and soft, and motorcycles have become more specialized (I’m pretty sure saddlebags weren’t an option on the ZX-11 like they are for the new Ninja 1000), the old tank bag just doesn’t see much action lately. But I couldn’t help noticing the new Z900 tank looked perfect for a tank bag, and if you’re an old-fashioned rugged person who wants to go places in a hurry and less encumbered, a good tank bag is still a must-have accessory. Here are seven great ones to get your shopping started. PS: If you’re worried about your paint, a layer of clear protective adhesive-backed coating like 3M Paint Protection Film isn’t a bad idea. Table of Contents Chase-Harper 800 Sport Trek Magnetic – $70 Shad E16-P with PIN mount – $156 GIVI ST602B Tanklock 4 Liter Quick Release Tank Bag – $107 SW-Motech EVO Daypack Quick-Lock Tank Bag – $144 Wolfman Blackhawk Motorcycle Tank Bag WP – $190 Cortech Super 2.0 12L Tank Bag – $90 Nelson-Rigg Trails End Adventure – $91 Chase-Harper 800 Sport Trek Magnetic – $70 Chase Harper makes a shed-ton of tank bags; this 800 is a midsize, ergonomically expandable tank bag with a circumferential zipper that lets it expand from 10.4 to 17 liters. It’s made of urethane-coated ballistic nylon for tear and water-resistance, sealed with big YKK black metal zippers. A non-slip rubberized polyester material covers the bottom and the magnetic wings to prevent scratching, which is chock full of neodymium magnets for secure mounting (a strap-mount version also available). It converts to a backpack, there are mesh pockets, a detachable touch-sensitive map pouch for map, cell phone, or tablet use, yada yada yada… very nice. Bottom Line/Great bag for the buck Shop Now Shad E16-P with PIN mount – $156 If you’re on a truly naked bike and moving at a good clip, something a bit more secure than magnets is in order. The SHAD people came up with an innovative Pin System that secures bag to bike by replacing 3 or 4 of the original gas cap screws with pins, for a positive mechanical connection that can be installed in minutes. There are applications for over 180 motorcycles, and counting. The E16-P is Shad’s largest bag, expandable from 11 to 15 liters, and packed with all the features you’d expect for the price, including a touch-screen friendly smartphone compartment and a pass-through port for your charging cable. Bottom Line/Added security for bikes without windshields Shop Now GIVI ST602B Tanklock 4 Liter Quick Release Tank Bag – $107 GIVI has its own Tanklock system, similar to some others, which involves a raised ring deal that also bolts into the tank filler holes and eliminates the need for magnets or straps. Natch, GIVI produces a plethora of luggage, and looks like nine different Tanklock bags on its site. The ST602B here is a smaller, 4-liter job, thermoformed in EVA laminated Polyester 1000D for an aerodynamic design. Waterproof zippers, a waterproof bag, shoulder strap and an internal pocket for carrying your phone is included – though the actual BF series Mounting Flange is sold separately. Bottom Line/Holds its shape even in milk Shop Now SW-Motech EVO Daypack Quick-Lock Tank Bag – $144 Another one in the gas filler-mount category, would be the SW Motech line of bags, using SW’s proprietary mount system. This EVO Daypack, expandable from 5 to 9 liters, is on the smaller side of SW-Motech’s offerings, of which there are myriad, including bike-specific bags for tons of motorcycles and the EVO 2.0 Engage electric bag in our lead image. All of them can be attached to the EVO tank ring with one hand and just as easily removed for refueling. Ballistic nylon construction is tough, and carrying handle and shoulder strap are included, along with connectors for a GPS mount, map holder and phone or tablet drybag. It can also accommodate a cable lock for anti-theft protection. Made in Deutschland. Bottom Line/Teutonic engineering Shop Now Wolfman Blackhawk Motorcycle Tank Bag WP – $190 I’ve never owned a Wolfman tank bag, but I still use the Wolfman tail pack I got during the Clinton administration, and it’s still in great shape. The Blackhawk WP is Wolfman’s largest tank bag, at 10 liters (610 cubic inches), and attaches to your bike with a classic four-point snap harness. The yellow bungee on top is for storing gloves while you’re gassing up, or a jacket layer when you’re not. There’s a removable clear pocket, along with a removable waist belt pouch. The #8 YKK waterproof main zipper seals up the ballistic nylon shell quite snugly, and a raincover is included (like all these, I believe). Bottom Line/Built to last Shop Now Cortech Super 2.0 12L Tank Bag – $90 This one’s available magnetic or strap-on, with a non-slip, non-scratch mounting base under a shape that’s perfect for leaning up against. Constructed of ballistic polyester and 1800 denier twill Jacquard, with multiple mounting options including to yourself with backpack straps, this expandable 12-liter bag is one of many Cortechs designed in the USA. Comes with a removable map case that’s great for things besides maps, along with a built-In sip tube and headphone ports. Bottom Line/Shapely Shop Now Nelson-Rigg Trails End Adventure – $91 It’s not Nelson-Rigg’s first rodeo either; they’ve been making bags for 30 years. The Trails End’s anti-slip V-shaped base is designed to fit off-road, dual-sport and adventure motorcycles, with a main compartment measuring 12”L x 7”W x 9”H with more expandability to 16.5 liters as needed. UltraMax polyester construction gives the bag maximum UV protection, and a new quick-release system makes for quick mounting and refueling. Reverse coil zippers are claimed to keep out dust and dirt. You got your convenient side pockets for smaller items for easy access as well as a clear touch-screen-friendly map pocket. What could go wrong? If anything does, NR provides a lifetime warranty. Bottom Line/Expand your adventure 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 Tank Bags! appeared first on Motorcycle.com. Source

Pierer Mobility is developing a new range of electric Husqvarna streetbikes for 2022. The new line will be styled after the Svartpilen and Vitpilen line, with the company giving it the tentative name of “Husqvarna E-Pilen“. The Husqvarna E-Pilen was outlined in a slide from the company’s report for investors for the first half 0f 2020. The slide describes the E-Pilen as using a modular battery system, with either a 4 kW or a 10 kW electric motor. A sketch of the E-Pilen (pictured above) gives us a rough idea of what the bike may look like. It should be noted that there’s a lot of time for further development and changes before the planned 2022 launch, so expect the finished product to look a little different. That Pierer Mobility is working on an electric motorcycle isn’t surprising, considering the Austrian has already released, or will soon release, electric models for its KTM, Husqvarna and GasGas brands. KTM already offers the 16 kW Freeride E and 5 kW SX-E, while Husqvarna offers the 5 kW EE-5. GasGas, meanwhile, will soon be launching its TXE electric trial bike which will use a 15 kW motor. All of these bikes, however, are off-road motorcycles. What is surprising is the first electric streetbike from the company will be a Husqvarna and not a KTM. Considering the amount of crossover between the KTM and Husqvarna lines, we can’t rule out a potential E-Duke down the line, but at the moment, only an E-Pilen has been confirmed. The modular battery system is also a surprise, though it’s not clear if this refers to the batteries being swappable or perhaps scalable, with a choice of battery capacities for expanding range. It’s worth noting that slide does not mention a modular battery system for the Husqvarna E-Scooter planned for 2021. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Electric Husqvarna E-Pilen Planned for 2022 appeared first on Motorcycle.com. Source

KTM is developing a range of 750cc models consisting of a 750 Duke, a 750 Adventure and a 750 Supermoto T, all of which will be manufactured in China. The new 750 range was revealed in a new investor presentation for KTM’s parent company, Pierer Mobility. The range will be a vital part of a joint venture with Chinese manufacturer CFMoto that was announced in 2018. The previous investor presentation in June had the joint venture manufacturing the KTM 790 Duke and 790 Adventure for the Chinese market, but the new presentation describes a “massive increase in cooperation level” with CFMoto. Construction is underway for the CFMoto and KTM joint venture’s new plant. Pierer Mobility says the production capacity will be around 50,000 motorcycles a year with room to expand to 100,000. The result is a new 750cc displacement twin-cylinder range that will be produced in Hangzhou, China, in Duke, Adventure and Supermoto flavors. The joint venture was initially supposed to produce motorcycles just for the Chinese market but the more recent presentation says the 750 models will also be for global markets. The first product of the joint venture will not be a KTM but instead a CFMoto-branded adventure bike called the MT800. The CFMoto MT800 was originally supposed to launch this October but has now been pushed back to the first quarter of 2021. The presentation did not provide a timeline for when we can expect the new 750cc range, but we expect to hear further details soon. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post KTM is Developing a 750cc Range with CFMoto appeared first on Motorcycle.com. Source

Editor Score: 93.0%Engine 18.5/20Suspension/Handling 14.0/15 Transmission/Clutch 9.5/10Brakes 9.5/10 Instruments/Controls4.0/5 Ergonomics/Comfort 9.5/10 Appearance/Quality 9.5/10Desirability 10.0/10Value 8.5/10Overall Score93/100 Tractoring up the single-track ascent, switchback after switchback with relative ease, a few thoughts ran through my head. One, this thing’s street-legal. Two, it’s kicking ass on this trail. Three, two-strokes aren’t the only machines that can be comfortable doing technical trail work. Admittedly, I’ve become somewhat smitten with my own two-stroke dirtbike, so much so that I had forgotten just how well a four-stroke can handle similar terrain, despite having begun my off-road riding career on a four-stroke 250. The Husqvarna FE 350s manages to bridge the gap between 250 top-end and 450 grunt while maintaining the lightweight handling and maneuverability of the former. The lowercase s in the model’s name denotes it’s street-legal status. Like other FE models, the 350s gets top shelf componentry making it a great choice for those looking for a nimble dual-sport motorcycle. Similar to KTM’s EXC-F line, Husqvarna’s 350 is by no means a lower-spec lower displacement machine; rather the FE 350s combines some of the best characteristics of smaller and larger machines into what might just be the “goldilocks” package for size and power. The Power Plant The 350cc DOHC four-stroke Single uses much of the architecture from the now-defunct FE 250 (Husqvarna will only offer 350 and 501 “enduro” models for 2021), allowing the engine to remain compact and light despite the mid-level displacement. The FE’s Single is comfortable cruising at 60 mph down the highway while still having a little umph left to give should you need it. On the trail though, it’s the low- to mid-range torque that keeps the FE 350s pulling through technical climbs when one might expect a higher-revving Single to flame out. My bike had a tiny bit of oil seeping from the cam chain tensioner gasket, but not enough to be alarmed by. Oil changes are recommended every 465 miles and valve checks every 930. For 2020, the engine receives slight updates throughout. Camshaft timing has been revised, and a focus was placed on reducing friction with a DLC coating added to the finger followers pushing titanium valves. The cylinder head features new cooling architecture, and with a new head gasket, compression ratio increases from 12.3:1 to 13.5:1. The forged bridged-box-type aluminum piston also keeps oscillating mass low, which adds to the motor’s free-spinning nature. The lightweight die-cast casings house the new six-speed Pankl Racing Systems gearbox which operates positively and effortlessly with the Dampened Diaphragm Steel (DDS) clutch and Magura hydraulic system. A single diaphragm steel pressure plate versus traditional coil springs makes the clutch pull very light while also integrating a damping system for better traction and durability. Husqvarna says the engine itself weighs 61.5 pounds, which makes up a little under a quarter of the bike’s total weight of 254 lbs (fully fueled and ready to rip). The Chassis The Husqvarna FE 350s’ unique frame design incorporates a two-piece carbon fiber composite subframe – which Husqvarna claims saves 2.2 pounds – to the blue powder coated chromoly steel hydro-formed frame. “While retaining the advanced geometry of its predecessor, it features an increase in longitudinal and torsional rigidity, for improved rider feedback, better energy absorption and increased stability,” says Husqvarna. The WP XPLOR fork offers 30 clicks of adjustment for both rebound and compression damping while also allowing the user to adjust preload settings without tools from the top of the fork tubes. As one might expect, WP suspenders are used fore and aft. The XPLOR fork that we’ve lauded with praise on many different models provides nearly 12 inches of travel from its open cartridge layout. For those unfamiliar with the XPLOR setup, both fork tubes include springs, but separate damping functions with rebound on the right and compression on the left. Damping can be easily adjusted by hand via the clickers on top of the fork tubes, each of which offers 30 clicks of adjustment. The preload adjusters on each fork leg allow for easier adjustment without the use of tools, as well. The WP XACT shock is adjustable for high- and low-speed compression as well as rebound and preload. Out back, the WP XACT shock also delivers full adjustability and 11.8 inches of travel. Unlike many of its orange brethren, the FE 350s uses a linkage-type suspension which is the same system used in the Husqvarna motocross range. Both high and low speed compression damping can be adjusted as well as preload and rebound, all of which use a standard setup for adjustment. Magura components handle the stopping power on the 350, with a single 260 mm rotor and dual-piston setup up front and a single-piston caliper with a 220 mm rotor on the rear. Both the front and rear brake are easily modulated off-road. The Niceties There are a lot of niceties on modern dirtbikes and dual-sports. Electric start, or “the magic button” as some of my older riding buddies call it, is one of them. The FE also comes with a lightweight lithium-ion battery. Fuel injection is another welcome tech upgrade. The FE 350s uses a 42mm Keihin throttle body that’s positioned to ensure the most efficient flow into the combustion chamber. The throttle cable is mounted directly without a throttle linkage to provide immediate throttle response and improved feel. The 2.25-gallon tank provides enough fuel for approximately 130 miles (as always… you know the drill). Then, of course, you have all of the necessary bits to make the bike street-legal. Turn signals, license plate holder, mirrors, lights, etc. The small LCD dash relays all of the standard information you might want (odo, trips, speed, so on and so forth). Where the rubber meets the dirt Back to my first thoughts. I didn’t get to spend multiple days back-to-back riding the FE 350s, but I did manage to log nearly 100 miles during my day riding, almost all of which was off-road and about 70% Colorado single-track. When I first set off down the gravel road from camp, the front tire would push at even the slightest of turns. It was a slick gravel road, but after a few miles to the trailhead, I decided some work needed to be done before we started our ride. The fork tubes were all the way down in the triple clamps so I raised them up to the highest of the three markers which left just barely enough room to still be able to adjust damping and preload. This made a massive difference and adding a little preload helped as well. The bike was back to being its normal quick handling self. I also screwed the adjustable steering locks all the way in so I’d have maximum maneuverability while we were dicing through trees. The versatility of the Husqvarna FE 350s will take you from mountain roads to single-track and anywhere in between. Off we went. Almost immediately, I was faced with switchback after switchback as we gained elevation rapidly. I was prepared to be using a lot of clutch for the tight uphill single-track but was pleasantly surprised that the motor would lug down pretty low without feeling like it was going to stall. Furthermore, around each uphill hairpin turn, the motor had plenty of grunt at low rpm to loft the front wheel for tight pivot turns. During a particularly fun trail snaking through Aspens, it also became evident just how quick and nimble the FE 350s could handle a tight flowing trail. The bike soaked up bumps like a Cadillac and remained composed while effortlessly darting between trees. That was one of the faster trails of the day and the bike handled it really well. Some final drive gearing changes would help the FE 350s in the techy stuff. Later in the day in the day we hit a trail that was new to all of us thanks to a new trail plan implemented a few months ago. The new trail proved to be steep and unrelenting all the way to the top. Again, the Husqvarna FE 350s left me wondering why it had been so long since I’d ridden a four-stroke on tight single-track. The suspension handled the slow going steep climbs very well keeping the tires planted and biting during the ascent. Boulders and rock ledges between and in the middle of switchbacks were no match for the Husqvarna. Even during all of the slow going, the bike never managed to boil its gas or spit coolant. While I had started the day worrying about frying the clutch due to the stock gearing, I ended up having zero issues. “Man,” I thought to myself during the aforementioned new trail, “this bike has really surprised me.” As I mentioned in the beginning, the best part of all of this was that the FE 350s is street-legal and kicking ass on even the most technical trails we rode that day. With all of that adoration heaped on the white bike, could it get better? The answer to that question is yes. I dialed in the suspension damping a bit at both ends to better suit the riding we were doing, and while I didn’t deviate far from the manufacturer specs, that was probably more of a result of the terrain suiting the suspension than vice versa. I imagine the 350s would have felt soft in the California desert’s wide open expanses at speed. Getting a license plate on a bike like the 350 requires more than just slapping turn signals and lights on a bike and calling it good. Regulatory emissions standards have to be considered from the engine itself, to the exhaust, to how much noise the tires make on the ground and performance is almost always lost at this expense. If you don’t need a plate and you want more performance, the FE model (sans s) should do the trick. The agility of the 350 cannot be understated. For technical riding, if I were to purchase the FE 350s, there would be a small handful of mods that I would make before I ever hit the trail. One of the first things I would do would be changing the final drive gearing. Dropping one tooth on the countershaft sprocket and adding two or four to the rear. Also, a tire swap would be required. The TKC80s are fine if you’re doing mostly street or fire roads, but for anything more, the benefits of full knobbies can’t be overstated. I’d definitely swap out the stock mirrors for something a little less intrusive – and probably only use one. Wrap around handguards I’ve also found to be a necessity (more on that in an upcoming story). I would get out and ride it in some of my favorite areas before doing any suspension work, but for my purposes, which include as little street and fire road as possible, I’d probably bump up the suspension’s spring rates. As we always say though, your mileage may vary. If you see yourself using the bike for commuting, going to school, some trails, etc., you’ll probably be fine leaving the bike bone stock. It all depends what you’re planning to do with it. Other than Husqvarna throwing some propper knobbies on it, I rode the bike in stock form and it impressed me so much that my riding buddies were probably tired of hearing about it at each snack stop. The FE 350s is a great platform that I thoroughly enjoyed off-road – and it’s street-legal! At $11,099, the price of admission isn’t cheap, but you’d be hard pressed to find a bike that handles nearly every situation as well as the FE 350s does. 2020 Husqvarna FE350s + Highs Agile A great blend of 250 and 450 engine perfomance Capable right out of the box – Sighs Spring rates seem a tad soft Down on performance compared to the off-road model Those mirrors… In Gear Helmet: Fly Racing F2 $250 Jersey: Fly Racing Kinetic Shield $39 Pants: Fly Racing Kinetic Shield $115 Gloves: Fly Racing Kinetic Shield $30 Boots: Alpinestars Tech 10 $650 Armor: Alpinestars Bionic Pro $240 2020 Husqvarna FE350s Specifications MSRP $11,099 Engine type Single cylinder, 4-stroke, 4-valve DOHC with finger followers Displacement 349.7 cc Bore x Stroke 88 mm x 57.5 mm Compression Ratio 12,3:1 Starter/Battery Electric starter / 12V 2Ah Transmission 6 gears Fuel System Keihin EFI, throttle body 42 mm Lubrication Pressure lubrication with 2 oil pumps Gear ratios 14:32 16:26 20:25 22:23 25:22 26:20 Primary ratio 24:73 Final drive 14:48 Cooling Liquid cooling Clutch DDS wet multi-disc clutch, Magura hydraulics Ignition Keihin EMS Frame Central double-cradle-type 25CrMo4 Subframe Carbon fiber reinforced polyamide Handlebar Pro Taper, Alumnium Ø 28/22 mm Front Suspension WP USD Xplor 48, 11.8 inches of travel 11.8 inches of travel Rear Suspension WP-Monoshock with linkage, 11.8 inches of travel Front Brakes Disc brake Ø 260 mm Rear Brakes Disc brake Ø 220 mm Front Wheel 1.60 x 21″ Rear Wheel 2.15 x 18″ Giant Front Tire 90/90-21″ Rear Tire 120/90-18″ Chain X-Ring 5/8×1/4″ Silencer Aluminum Rake 26.5° Triple Clamp Offset 0.9 inches Wheelbase 58.5 ± 0.4 inches Ground Clearance 14.2 inches Seat Height 37.4 inches Fuel Capacity 2.25 gallons Weight 254 pounds (measured) The post 2020 Husqvarna FE 350s Review appeared first on Motorcycle.com. Source

Editor Score: 93.0%Engine 18.5/20Suspension/Handling 14.0/15 Transmission/Clutch 9.5/10Brakes 9.5/10 Instruments/Controls4.0/5 Ergonomics/Comfort 9.5/10 Appearance/Quality 9.5/10Desirability 10.0/10Value 8.5/10Overall Score93/100 Tractoring up the single-track ascent, switchback after switchback with relative ease, a few thoughts ran through my head. One, this thing’s street-legal. Two, it’s kicking ass on this trail. Three, two-strokes aren’t the only machines that can be comfortable doing technical trail work. Admittedly, I’ve become somewhat smitten with my own two-stroke dirtbike, so much so that I had forgotten just how well a four-stroke can handle similar terrain, despite having begun my off-road riding career on a four-stroke 250. The Husqvarna FE 350s manages to bridge the gap between 250 top-end and 450 grunt while maintaining the lightweight handling and maneuverability of the former. The lowercase s in the model’s name denotes it’s street-legal status. Like other FE models, the 350s gets top shelf componentry making it a great choice for those looking for a nimble dual-sport motorcycle. Similar to KTM’s EXC-F line, Husqvarna’s 350 is by no means a lower-spec lower displacement machine; rather the FE 350s combines some of the best characteristics of smaller and larger machines into what might just be the “goldilocks” package for size and power. The Power Plant The 350cc DOHC four-stroke Single uses much of the architecture from the now-defunct FE 250 (Husqvarna will only offer 350 and 501 “enduro” models for 2021), allowing the engine to remain compact and light despite the mid-level displacement. The FE’s Single is comfortable cruising at 60 mph down the highway while still having a little umph left to give should you need it. On the trail though, it’s the low- to mid-range torque that keeps the FE 350s pulling through technical climbs when one might expect a higher-revving Single to flame out. My bike had a tiny bit of oil seeping from the cam chain tensioner gasket, but not enough to be alarmed by. Oil changes are recommended every 465 miles and valve checks every 930. For 2020, the engine receives slight updates throughout. Camshaft timing has been revised, and a focus was placed on reducing friction with a DLC coating added to the finger followers pushing titanium valves. The cylinder head features new cooling architecture, and with a new head gasket, compression ratio increases from 12.3:1 to 13.5:1. The forged bridged-box-type aluminum piston also keeps oscillating mass low, which adds to the motor’s free-spinning nature. The lightweight die-cast casings house the new six-speed Pankl Racing Systems gearbox which operates positively and effortlessly with the Dampened Diaphragm Steel (DDS) clutch and Magura hydraulic system. A single diaphragm steel pressure plate versus traditional coil springs makes the clutch pull very light while also integrating a damping system for better traction and durability. Husqvarna says the engine itself weighs 61.5 pounds, which makes up a little under a quarter of the bike’s total weight of 254 lbs (fully fueled and ready to rip). The Chassis The Husqvarna FE 350s’ unique frame design incorporates a two-piece carbon fiber composite subframe – which Husqvarna claims saves 2.2 pounds – to the blue powder coated chromoly steel hydro-formed frame. “While retaining the advanced geometry of its predecessor, it features an increase in longitudinal and torsional rigidity, for improved rider feedback, better energy absorption and increased stability,” says Husqvarna. The WP XPLOR fork offers 30 clicks of adjustment for both rebound and compression damping while also allowing the user to adjust preload settings without tools from the top of the fork tubes. As one might expect, WP suspenders are used fore and aft. The XPLOR fork that we’ve lauded with praise on many different models provides nearly 12 inches of travel from its open cartridge layout. For those unfamiliar with the XPLOR setup, both fork tubes include springs, but separate damping functions with rebound on the right and compression on the left. Damping can be easily adjusted by hand via the clickers on top of the fork tubes, each of which offers 30 clicks of adjustment. The preload adjusters on each fork leg allow for easier adjustment without the use of tools, as well. The WP XACT shock is adjustable for high- and low-speed compression as well as rebound and preload. Out back, the WP XACT shock also delivers full adjustability and 11.8 inches of travel. Unlike many of its orange brethren, the FE 350s uses a linkage-type suspension which is the same system used in the Husqvarna motocross range. Both high and low speed compression damping can be adjusted as well as preload and rebound, all of which use a standard setup for adjustment. Magura components handle the stopping power on the 350, with a single 260 mm rotor and dual-piston setup up front and a single-piston caliper with a 220 mm rotor on the rear. Both the front and rear brake are easily modulated off-road. The Niceties There are a lot of niceties on modern dirtbikes and dual-sports. Electric start, or “the magic button” as some of my older riding buddies call it, is one of them. The FE also comes with a lightweight lithium-ion battery. Fuel injection is another welcome tech upgrade. The FE 350s uses a 42mm Keihin throttle body that’s positioned to ensure the most efficient flow into the combustion chamber. The throttle cable is mounted directly without a throttle linkage to provide immediate throttle response and improved feel. The 2.25-gallon tank provides enough fuel for approximately 130 miles (as always… you know the drill). Then, of course, you have all of the necessary bits to make the bike street-legal. Turn signals, license plate holder, mirrors, lights, etc. The small LCD dash relays all of the standard information you might want (odo, trips, speed, so on and so forth). Where the rubber meets the dirt Back to my first thoughts. I didn’t get to spend multiple days back-to-back riding the FE 350s, but I did manage to log nearly 100 miles during my day riding, almost all of which was off-road and about 70% Colorado single-track. When I first set off down the gravel road from camp, the front tire would push at even the slightest of turns. It was a slick gravel road, but after a few miles to the trailhead, I decided some work needed to be done before we started our ride. The fork tubes were all the way down in the triple clamps so I raised them up to the highest of the three markers which left just barely enough room to still be able to adjust damping and preload. This made a massive difference and adding a little preload helped as well. The bike was back to being its normal quick handling self. I also screwed the adjustable steering locks all the way in so I’d have maximum maneuverability while we were dicing through trees. The versatility of the Husqvarna FE 350s will take you from mountain roads to single-track and anywhere in between. Off we went. Almost immediately, I was faced with switchback after switchback as we gained elevation rapidly. I was prepared to be using a lot of clutch for the tight uphill single-track but was pleasantly surprised that the motor would lug down pretty low without feeling like it was going to stall. Furthermore, around each uphill hairpin turn, the motor had plenty of grunt at low rpm to loft the front wheel for tight pivot turns. During a particularly fun trail snaking through Aspens, it also became evident just how quick and nimble the FE 350s could handle a tight flowing trail. The bike soaked up bumps like a Cadillac and remained composed while effortlessly darting between trees. That was one of the faster trails of the day and the bike handled it really well. Some final drive gearing changes would help the FE 350s in the techy stuff. Later in the day in the day we hit a trail that was new to all of us thanks to a new trail plan implemented a few months ago. The new trail proved to be steep and unrelenting all the way to the top. Again, the Husqvarna FE 350s left me wondering why it had been so long since I’d ridden a four-stroke on tight single-track. The suspension handled the slow going steep climbs very well keeping the tires planted and biting during the ascent. Boulders and rock ledges between and in the middle of switchbacks were no match for the Husqvarna. Even during all of the slow going, the bike never managed to boil its gas or spit coolant. While I had started the day worrying about frying the clutch due to the stock gearing, I ended up having zero issues. “Man,” I thought to myself during the aforementioned new trail, “this bike has really surprised me.” As I mentioned in the beginning, the best part of all of this was that the FE 350s is street-legal and kicking ass on even the most technical trails we rode that day. With all of that adoration heaped on the white bike, could it get better? The answer to that question is yes. I dialed in the suspension damping a bit at both ends to better suit the riding we were doing, and while I didn’t deviate far from the manufacturer specs, that was probably more of a result of the terrain suiting the suspension than vice versa. I imagine the 350s would have felt soft in the California desert’s wide open expanses at speed. Getting a license plate on a bike like the 350 requires more than just slapping turn signals and lights on a bike and calling it good. Regulatory emissions standards have to be considered from the engine itself, to the exhaust, to how much noise the tires make on the ground and performance is almost always lost at this expense. If you don’t need a plate and you want more performance, the FE model (sans s) should do the trick. The agility of the 350 cannot be understated. For technical riding, if I were to purchase the FE 350s, there would be a small handful of mods that I would make before I ever hit the trail. One of the first things I would do would be changing the final drive gearing. Dropping one tooth on the countershaft sprocket and adding two or four to the rear. Also, a tire swap would be required. The TKC80s are fine if you’re doing mostly street or fire roads, but for anything more, the benefits of full knobbies can’t be overstated. I’d definitely swap out the stock mirrors for something a little less intrusive – and probably only use one. Wrap around handguards I’ve also found to be a necessity (more on that in an upcoming story). I would get out and ride it in some of my favorite areas before doing any suspension work, but for my purposes, which include as little street and fire road as possible, I’d probably bump up the suspension’s spring rates. As we always say though, your mileage may vary. If you see yourself using the bike for commuting, going to school, some trails, etc., you’ll probably be fine leaving the bike bone stock. It all depends what you’re planning to do with it. Other than Husqvarna throwing some propper knobbies on it, I rode the bike in stock form and it impressed me so much that my riding buddies were probably tired of hearing about it at each snack stop. The FE 350s is a great platform that I thoroughly enjoyed off-road – and it’s street-legal! At $11,099, the price of admission isn’t cheap, but you’d be hard pressed to find a bike that handles nearly every situation as well as the FE 350s does. 2020 Husqvarna FE350s + Highs Agile A great blend of 250 and 450 engine perfomance Capable right out of the box – Sighs Spring rates seem a tad soft Down on performance compared to the off-road model Those mirrors… In Gear Helmet: Fly Racing F2 $250 Jersey: Fly Racing Kinetic Shield $39 Pants: Fly Racing Kinetic Shield $115 Gloves: Fly Racing Kinetic Shield $30 Boots: Alpinestars Tech 10 $650 Armor: Alpinestars Bionic Pro $240 2020 Husqvarna FE350s Specifications MSRP $11,099 Engine type Single cylinder, 4-stroke, 4-valve DOHC with finger followers Displacement 349.7 cc Bore x Stroke 88 mm x 57.5 mm Compression Ratio 12,3:1 Starter/Battery Electric starter / 12V 2Ah Transmission 6 gears Fuel System Keihin EFI, throttle body 42 mm Lubrication Pressure lubrication with 2 oil pumps Gear ratios 14:32 16:26 20:25 22:23 25:22 26:20 Primary ratio 24:73 Final drive 14:48 Cooling Liquid cooling Clutch DDS wet multi-disc clutch, Magura hydraulics Ignition Keihin EMS Frame Central double-cradle-type 25CrMo4 Subframe Carbon fiber reinforced polyamide Handlebar Pro Taper, Alumnium Ø 28/22 mm Front Suspension WP USD Xplor 48, 11.8 inches of travel 11.8 inches of travel Rear Suspension WP-Monoshock with linkage, 11.8 inches of travel Front Brakes Disc brake Ø 260 mm Rear Brakes Disc brake Ø 220 mm Front Wheel 1.60 x 21″ Rear Wheel 2.15 x 18″ Giant Front Tire 90/90-21″ Rear Tire 120/90-18″ Chain X-Ring 5/8×1/4″ Silencer Aluminum Rake 26.5° Triple Clamp Offset 0.9 inches Wheelbase 58.5 ± 0.4 inches Ground Clearance 14.2 inches Seat Height 37.4 inches Fuel Capacity 2.25 gallons Weight 254 pounds (measured) The post 2020 Husqvarna FE 350s Review appeared first on Motorcycle.com. 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