Peon Maface

It seems like most non-Japanese dealers are up for offering at least short test rides, which are way better than no ride at all. But the advent of more motorcycle rental services means you have the opportunity now to give nearly any motorcycle you’re interested in a more thorough shakedown before you pull the ownership trigger. Ride-sharing companies like Twisted Road and Riders Share give you the chance to rent all kinds of bikes from their owners for a day or three. And now even Hertz is branching out into motorcycles (just BMWs for now), like EagleRider has been doing for years with Harleys – but now also a smattering of BMW, Ducati, Yamaha, etc… Having test-ridden more than our share over the years, here’s our best advice about how not to do it. Mistake #1: Don’t do your research before you book your ride Sometimes a shiny motorcycle that attracts your attention distracts you from things that are incompatible with your needs. If you live in the urban jungle, a 3.4-gallon gas tank might work, but if you live out in the sticks, filling up every day will get old. If you’re 5-feet-2, well, we’ve seen plenty of short people ride the wheels off huge adventure bikes – but a KTM 1290 Adventure with a 34-inch seat might not be your ideal everyday bike, if that’s what you’re after. Given that life is short even if you aren’t, and that renting a bike ain’t exactly cheap (ones you’d want to buy, anyway), go ahead and be honest with yourself about what will work for your intended purpose before you even book that rental. Road tests like the ones we do are a start; reading comparison tests that include the bike you’re interested in might lead you down a different path you hadn’t considered. It’s called research. In the internet age, it’s kind of foolish not to check the forums, Facebook groups, etc., to see what actual owners think after living with the object of your affection for a while. Perform due diligence. Eliminate the no-gos before you go. Mistake #2: Don’t take a minute to familiarize yourself and make the bike fit you When you show up to pick up your rental, while you’re doing a safety walk-around – a thing you definitely want to do especially if it’s a private-party bike – have a quick sit and make sure all the levers and controls are where your feet and hands want them to be. Ask the renter if the manufacturer will still be in business when you get back? While you’re squeezing those brake levers, make sure the brake light works! Can you get the gas cap open? (I forget which bike we were riding a while ago that had a hidden button that needed pressing. Hmmmm.) If the seat has an up/down adjustment, put it where you want it. If you’ve got a bunch of electronics to deal with, familiarize yourself with how they all work, and if there’s not time for that, make sure the owner’s manual is under the seat so you can figure it out when you stop for coffee. Or, have the best Youtube vid cued up and ready to watch. Give the motorcycle the chance to put its best wheel forward. Mistake #3: Don’t have a pre-planned route Nothing screws up a MO multi-bike test like not knowing where the hell we’re going/getting lost. That’s probably not a problem for you since you’re not making videos or any fun time-consuming things like that. And it’s also not a problem if you’re sampling a bike in your own locale. But if you’re travelling into a major metropolis (where the pickings seem to be most prolific for rentals), know where you want to ride before you get there. Maybe get the renter to help you lay out where the locals go, or figure it out yourself with a Butler map or whathaveyou ahead of time. Following your nose is great when you’re out in the boonies and have plenty of time. But when you’re all set for a spirited ride on a fresh steed out into the country, making a wrong turn into the Holland Tunnel at rush hour when you meant to head to Hackensack can really put a kibosh on the fun. Renting a BMW from Hertz in Europe could be a dream vacation, but it can turn challenging in a hurry if you overshoot the autobahn into Czechoslovakia as the sun’s going down. Then again, your chances of getting shot are way less than if you take the wrong exit in some parts of the land of the free. Basically, if you’re planning a big ride in unfamiliar territory, get your navigation in place before you go. Bring a phone mount maybe. You want to be paying attention to the motorcycle, not trying to figure out where the hell are we? Mistake #4: Let your Preconceptions take over Obviously, you’re into this motorcycle if you’re going to the trouble to test ride it, but don’t let confirmation bias cloud your judgment. Maybe you’re so enthralled with the 150-horsepower performance you block out that your hands are numb from vibration, or that the power delivery is like a lightswitch. Or that your butt is also numb and your lower back already hurts even though you’ve only been riding for ten minutes. Some bikes are so outstanding in the performance department on paper, they get a pass on everything else. If you’re planning on testing more than one motorcycle, start a note on your phone like we do. When you stop for gas or whatever, write down the things you like and don’t like to jog your memory later. Things that bug you are easy to forget in the afterglow of a new relationship. With a basic machine like the H-D Roadster, you can just enjoy your café au lait. While you’re doing your pre-ride research, it’s not a bad idea at all to learn what modifications people like to make, and how successful they are. Seats, handlebars, windshields and suspension can be easy enough to adjust or swap out if they’re not quite right, but other more intrinsic things aren’t. The gas tank that interfaces your crotch the wrong way isn’t going to work. The footpeg mounts that splay your size-12 heels out aren’t going to get less annoying. The younger you are, the longer the infatuation can last. But like in all unhealthy relationships, everything else bobs to the surface sooner than you’d think. Mistake #5: When the motorcycle tells you who it is, don’t believe it I think Maya Angelou said that about human beings, but it applies: When someone tells you who they are, believe them the first time. Just because every road test you’ve read is full of glowing praise, that doesn’t mean this motorcycle is right for you. Though it’s actually true that “there are no more bad motorcycles*,” the corollary is that there are wrong motorcycles for every individual. Just because 75,000 Youtube viewers prefer the Z900 Kawasaki over the BMW F900R, that doesn’t mean Troy Siahaan has to. Troy performs pregnant nun routine here. But seriously, some people are always going to prefer a Four-cylinder, some like Twins. Or Triples. And horsepower isn’t the only measuring stick. It’s all about the vibe, sometimes literally. Some people are way more sensitive to engine vibration than others, and nearly every motorcycle vibrates somewhere, sometime. Some people would rather look at traditional round speedo and tachometer than a computer screen, and you’ll be looking there a lot. If you’re just not feeling the love after an hour, it’s probably not going to get any better with time though sometimes it does. When we think back on our favorite motorcycles over the years, they’ve all been a bundle of joy from sidestand-up to redline. It’s our job to objectively uncover the positive attributes of all of them, along with their weaknesses, but we all have our favorites. If they gave me the boot from MO tomorrow, I’d probably get myself a Honda NC750X, which would not be the choice of anybody else here. I did not know I was truly in love with Jenny Smith, ex of Rider magazine, until she moved back to the midwest and posted a pic of her new bike. She’s a rugged individualist like myself. The whole point of the test ride is to find out what works for you, and in the grand scheme it really doesn’t matter what others think of your ride if you love it. Unless you really want to join HOG. In the words of the great Nigel Gale, there’s an ass for every seat. Be thankful that you’re in a place where you’re plotting to get a new motorcycle, and happy hunting. *Harley-Davidson Street Rod is the exception Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post How Not to Test Ride a Motorcycle: Five Mistakes People Make appeared first on Motorcycle.com. Source

On the heels of its uber exclusive RSV4 X winged wonder, Aprilia announced a naked version with the Tuono V4 X. As with the RSV4 X, the Tuono version is designed only for track use and will be produced in very limited numbers. Only 10 units of the RSV4 X were made, and all were scooped up in a few hours after online orders were opened, but Aprilia hasn’t announced how many Tuono V4 X models will be made. We do have a price: 34,000 euros, or about US$40,473. The most striking detail about the Tuono V4 X (except, perhaps, the black/red/yellow/lavender/white color scheme inspired by the 2006 RSV 1000 Bol d’Or racebike) is the addition of the carbon winglets on the front fairing, derived from Aprilia’s RS-GP MotoGP racer. Aprilia claims the aerodynamic appendage increases stability at high speeds and during braking or when cranking open the throttle. Beyond the wings, the Tuono V4 X’s entire fairings are made of carbon fiber. The clutch lever, brake lever guard, crankcase guard, adjustable footpegs and fuel cap all made from billet aluminum. Add some Marchesini forged magnesium rims and an Akrapovič exhaust system, and the overall claimed dry weight is a svelte 366 pounds, a significant reduction from the Tuono V4 1100 Factory’s claimed 407-pound dry weight. MotoGP racer Aleix Espargaro got to test the Tuono V4 X on Austria’s Red Bull Ring. The engine is derived from the same powerplant in the regular Tuono and RSV4 1100 Factory but the upgraded exhaust and air filter (the same high permeability Sprint Filter unit used on the RS-GP) help bump the engine output by about 4 hp to a claimed 221 hp. Engine braking, traction control and wheelie control are all tuned for track applications, with all engine maps supplying full power. A quickshifter is equipped as standard. The Tuono V4 X also comes with a color TFT screen and an intregrated GPS sensor to display lap times. As with the Tuono V4 1100 Factory, the X is equipped with a semi-active Smart EC 2.0 suspension system from Öhlins. Brembo supplies the GP4-MS calipers, steel rotors and billet aluminum master cylinder. Online orders will be accepted on Aprilia’s website, and buyers will be able to have the chance to pick up the bike directly from Aprilia’s racing department in Noale, Italy. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Limited Edition Aprilia Tuono V4 X First Look appeared first on Motorcycle.com. Source

Like most things in life, we can’t always have everything we want. The same principle holds true with motorcycle helmets. For ultimate protection, full-face helmets are the way to go. But sometimes the ease and convenience of an open-face is really hard to pass up. What’s a motorcyclist to do if he or she wants both? Thank goodness modular helmets exist. Offering both full-face protection with open-face convenience, modular helmets are a compromise everyone can live with. Here, we’ve gathered some of the top modular helmets available today from a variety of manufacturers. They represent every point in the price spectrum, and if you can’t find one you like within this bunch, chances are nothing’s going to make you happy. Presented in alphabetical order, they are: Table of Contents AGV Sportmodular Bell SRT-Modular HJC RPHA 90 Klim TK1200 Karbon Modular Schuberth C4 Scorpion EXO-GT3000 Shark EVO One 2 Simpson MOD Bandit Shoei Neotec 2 AGV Sportmodular A game-changing modular that could easily pass as a sport helmet if you didn’t know better, the AGV Sportmodular is built entirely from carbon fiber. This makes it one of the lightest helmets on the market, modular or otherwise. It fits tight like a sport helmet, too, with a removable and reversible inner liner allowing the rider to choose the side that’s best for the conditions. The visor accepts Pinlock 120 inserts for premium anti-fog capabilities, and there’s a drop-down sun visor built-in. The shield itself is interchangeable without tools. Three shell sizes cover the full range of XS-3XL helmet sizes, and five-density EPS helps minimize injury in a crash. Modulars lend themselves well to communicators, and the Sportmodular is no different, as it comes equipped with recessed pockets to accept a communicator. Overall, we’re happy with the Sportmodular’s performance. Read more about it in our full review. Shop Now Bell SRT-Modular The Bell SRT-Modular (not to be confused with the non-modular SRT) provides nearly all the protection features anyone short of a hardcore racer could want, with the convenience street riders will love. The SRT modular is constructed from a lightweight fiberglass composite shell in one of two sizes, XS-L and XL-3XL. Pockets for communicators are built into the EPS protective layer, and the anti-bacteria comfort liner is removable and washable to help prevent helmet funk that can develop in hot weather riding. The liner is also eyewear compatible, which means you can wear your prescription glasses or your favorite shades without pain. Other features include a drop-down sun visor, Panovision face shield with class one optics, and a price that won’t break the bank. Shop Now HJC RPHA 90 HJC has numerous modular helmets in its lineup, but the RPHA 90 represents the cream of the crop within the Korean manufacturer’s modular portfolio. Utilizing the same Advanced P.I.M. Plus fiberglass composite shell technology as HJC’s premier racing helmet, the RPHA 11 Pro, the 90 features a wide eye port, drop-down, anti-fog sun visor, and a sweat-wicking interior liner. Speaking of the interior, it was 3D engineered in an effort to make the quietest helmet possible. Since both the chinbar and face shield flip open, both features utilize a centrally located locking mechanism to operate, both providing a positive click once closed. A Pinlock insert is included, and closure is done via double D-ring loops. Shop Now Klim TK1200 Karbon Modular You might know Klim from its expertise in off-road and/or adventure riding apparel, but the company is making big strides in touring apparel, too. Take the TK1200 helmet for example. Like the AGV, the TK1200 is also constructed completely from carbon fiber for ultimate weight savings. However, it’s constructed in only one shell size. Klim placed a focus on reducing rider fatigue as much as possible, and reducing noise inside the helmet was another goal. Aero testing went into the overall shape, but also the ventilation and liner design to help provide max airflow and little noise. A Transitions shield is included with the helmet, and if the helmet is in the open position, the break-away chin bar reduces force on the head and neck in the event of an accident. Shop Now Schuberth C4 Schuberth’s entry in the modular helmet wars is the C4 Pro, a modular that’s so compact Schuberth says “it barely resembles a flip-up helmet.” A focus on revamped acoustics (compared to its predecessor) has resulted in revised neck padding and improvements on mechanical attachments to achieve a 85 dB rating at 62 mph on a naked motorcycle, claims Schuberth. Comfort also is a big focus and the C4 has groove cut-outs for glasses, multiple ventilation channels, and a removable/washable Coolmax liner. The shield is class 1 rated for no distortion and can be changed quickly. It’s also compatible with the Pinlock 120 insert for anti-fog properties, and a built-in sun visor also helps reduce eye fatigue. If you’ve already bought in to the Schuberth helmet line and own either the SC1 or SC2 communication system, the C4 already comes preinstalled with the antenna, speakers, and microphone to accommodate. Shop Now Scorpion EXO-GT3000 Scorpion’s premier modular helmet, the EXO-GT3000, offers a lot of features for a lot less than many of its rivals. It’s constructed from a proprietary five-layer composite blend of materials to produce a lightweight and aerodynamic shell that’s still affordable. Inside, you’ll find the KwickWick III washable, anti-microbial liner, with 3D designed cheekpads for a more contoured fit. For a further custom fit, the AirFit custom inflation system is also used, allowing the wearer to pump air into the pads for a closer fit to the face. Of course, there’s a drop-down sun visor, no-fog shield, double D-ring chin strap, aero skirt, breath deflector, and cut-outs for communication speakers. Shop Now Shark EVO One 2 The name is definitely odd, but the Shark Evo One 2 is also the most unique of the helmets on this list. This is because, unlike the other modulars here, the Evo One 2’s chin bar rotates nearly 180º when flipped open. Plus, when the chin bar is opened, the primary faceshield also rotates to the closed position, resulting in the image you see above. Moreso than any other helmet here, you get the option of either a full-face or ¾ helmet. The shell is made from injected thermoplastic resin and is available in two shell sizes to accommodate sizes XS-XL (sorry to those with big noggins, XL is as high as it goes). Otherwise, the Shark has features you expect in modulars: a drop down sun visor, compact/aerodynamic profile, double D-ring chin strap, integrated chin curtain, and a Pinlock-ready shield. In fact, a Pinlock insert is included in the box. If the Evo One 2 sounds appealing to you, be aware Shark helmets typically favor those with round oval head shapes. Shop Now Simpson MOD Bandit The Shark Evo One 2 may be unique, but the Simpson MOD Bandit is badass with its classic, unmistakable design. Shell options include either a tri-composite blend or carbon fiber, with a polycarbonate alloy chin bar. The chin bar itself has the ability to be locked in the open position, and the locking components themselves are metal for durability. Multiple intake vents along the top and bottom of the helmet promote wind flow, and exhaust vents in the rear help extract warm air. As expected, the MOD Bandit is ready to accept communication systems, and comes equipped with a removable, washable, hypoallergenic/anti-microbial inner liner. A drop-down sun visor is standard, though different tints for the drop-down visor are available. Available in white, black, flat black, or carbon, the MOD Bandit is DOT/ECE certified. Shop Now Shoei Neotec 2 Arguably the preferred helmet of our very own Evans Brasfield, the Shoei Neotec II is almost always on Evans’ head. He’s even gone so far as to call it his favorite street helmet. To borrow from his review, “According to Shoei, the Neotec II’s shape was optimized in the company’s wind tunnel to reduce lift and drag at elevated speeds. Since different motorcycles have different riding positions, the Neotec II’s shape was tuned to account for a wide variety of orientations towards the wind. For example, the design of the top air outlet acts as a spoiler, reducing helmet lift, in an upright riding position.” From a construction standpoint, the Neotec employs Shoei’s proprietary five-ply matrix shell with hand-laid interwoven layers of fiberglass mixed with organic fibers and resins. There’s consistent shell thickness throughout for optimum protection no matter which part of the helmet takes an impact. The multi-piece, varying density EPS liner helps save weight and allows cooling air to travel through built-in tunnels directly to the head. Of course, the interior liner is fully removable, washable, replaceable, and adjustable for optimum fit and noise reduction. To that end, the Neotec II employs all-new “noise isolator” cheek pads to fit as close to the head as possible. The faceshield’s air-tight fit keeps air out, and the chinbar’s “Vortex Generator” lip manages helps direct airflow around the helmet instead of inside it. Taking the place of double D-rings, a patented stainless steel interlocking micro ratchet chin strap mechanism keeps the helmet on your head. 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 Modular Motorcycle Helmets appeared first on Motorcycle.com. Source

Like most things in life, we can’t always have everything we want. The same principle holds true with motorcycle helmets. For ultimate protection, full-face helmets are the way to go. But sometimes the ease and convenience of an open-face is really hard to pass up. What’s a motorcyclist to do if he or she wants both? Thank goodness modular helmets exist. Offering both full-face protection with open-face convenience, modular helmets are a compromise everyone can live with. Here, we’ve gathered some of the top modular helmets available today from a variety of manufacturers. They represent every point in the price spectrum, and if you can’t find one you like within this bunch, chances are nothing’s going to make you happy. Presented in alphabetical order, they are: Table of Contents AGV Sportmodular Bell SRT-Modular HJC RPHA 90 Klim TK1200 Karbon Modular Schuberth C4 Scorpion EXO-GT3000 Shark EVO One 2 Simpson MOD Bandit Shoei Neotec 2 AGV Sportmodular A game-changing modular that could easily pass as a sport helmet if you didn’t know better, the AGV Sportmodular is built entirely from carbon fiber. This makes it one of the lightest helmets on the market, modular or otherwise. It fits tight like a sport helmet, too, with a removable and reversible inner liner allowing the rider to choose the side that’s best for the conditions. The visor accepts Pinlock 120 inserts for premium anti-fog capabilities, and there’s a drop-down sun visor built-in. The shield itself is interchangeable without tools. Three shell sizes cover the full range of XS-3XL helmet sizes, and five-density EPS helps minimize injury in a crash. Modulars lend themselves well to communicators, and the Sportmodular is no different, as it comes equipped with recessed pockets to accept a communicator. Overall, we’re happy with the Sportmodular’s performance. Read more about it in our full review. Shop Now Bell SRT-Modular The Bell SRT-Modular (not to be confused with the non-modular SRT) provides nearly all the protection features anyone short of a hardcore racer could want, with the convenience street riders will love. The SRT modular is constructed from a lightweight fiberglass composite shell in one of two sizes, XS-L and XL-3XL. Pockets for communicators are built into the EPS protective layer, and the anti-bacteria comfort liner is removable and washable to help prevent helmet funk that can develop in hot weather riding. The liner is also eyewear compatible, which means you can wear your prescription glasses or your favorite shades without pain. Other features include a drop-down sun visor, Panovision face shield with class one optics, and a price that won’t break the bank. Shop Now HJC RPHA 90 HJC has numerous modular helmets in its lineup, but the RPHA 90 represents the cream of the crop within the Korean manufacturer’s modular portfolio. Utilizing the same Advanced P.I.M. Plus fiberglass composite shell technology as HJC’s premier racing helmet, the RPHA 11 Pro, the 90 features a wide eye port, drop-down, anti-fog sun visor, and a sweat-wicking interior liner. Speaking of the interior, it was 3D engineered in an effort to make the quietest helmet possible. Since both the chinbar and face shield flip open, both features utilize a centrally located locking mechanism to operate, both providing a positive click once closed. A Pinlock insert is included, and closure is done via double D-ring loops. Shop Now Klim TK1200 Karbon Modular You might know Klim from its expertise in off-road and/or adventure riding apparel, but the company is making big strides in touring apparel, too. Take the TK1200 helmet for example. Like the AGV, the TK1200 is also constructed completely from carbon fiber for ultimate weight savings. However, it’s constructed in only one shell size. Klim placed a focus on reducing rider fatigue as much as possible, and reducing noise inside the helmet was another goal. Aero testing went into the overall shape, but also the ventilation and liner design to help provide max airflow and little noise. A Transitions shield is included with the helmet, and if the helmet is in the open position, the break-away chin bar reduces force on the head and neck in the event of an accident. Shop Now Schuberth C4 Schuberth’s entry in the modular helmet wars is the C4 Pro, a modular that’s so compact Schuberth says “it barely resembles a flip-up helmet.” A focus on revamped acoustics (compared to its predecessor) has resulted in revised neck padding and improvements on mechanical attachments to achieve a 85 dB rating at 62 mph on a naked motorcycle, claims Schuberth. Comfort also is a big focus and the C4 has groove cut-outs for glasses, multiple ventilation channels, and a removable/washable Coolmax liner. The shield is class 1 rated for no distortion and can be changed quickly. It’s also compatible with the Pinlock 120 insert for anti-fog properties, and a built-in sun visor also helps reduce eye fatigue. If you’ve already bought in to the Schuberth helmet line and own either the SC1 or SC2 communication system, the C4 already comes preinstalled with the antenna, speakers, and microphone to accommodate. Shop Now Scorpion EXO-GT3000 Scorpion’s premier modular helmet, the EXO-GT3000, offers a lot of features for a lot less than many of its rivals. It’s constructed from a proprietary five-layer composite blend of materials to produce a lightweight and aerodynamic shell that’s still affordable. Inside, you’ll find the KwickWick III washable, anti-microbial liner, with 3D designed cheekpads for a more contoured fit. For a further custom fit, the AirFit custom inflation system is also used, allowing the wearer to pump air into the pads for a closer fit to the face. Of course, there’s a drop-down sun visor, no-fog shield, double D-ring chin strap, aero skirt, breath deflector, and cut-outs for communication speakers. Shop Now Shark EVO One 2 The name is definitely odd, but the Shark Evo One 2 is also the most unique of the helmets on this list. This is because, unlike the other modulars here, the Evo One 2’s chin bar rotates nearly 180º when flipped open. Plus, when the chin bar is opened, the primary faceshield also rotates to the closed position, resulting in the image you see above. Moreso than any other helmet here, you get the option of either a full-face or ¾ helmet. The shell is made from injected thermoplastic resin and is available in two shell sizes to accommodate sizes XS-XL (sorry to those with big noggins, XL is as high as it goes). Otherwise, the Shark has features you expect in modulars: a drop down sun visor, compact/aerodynamic profile, double D-ring chin strap, integrated chin curtain, and a Pinlock-ready shield. In fact, a Pinlock insert is included in the box. If the Evo One 2 sounds appealing to you, be aware Shark helmets typically favor those with round oval head shapes. Shop Now Simpson MOD Bandit The Shark Evo One 2 may be unique, but the Simpson MOD Bandit is badass with its classic, unmistakable design. Shell options include either a tri-composite blend or carbon fiber, with a polycarbonate alloy chin bar. The chin bar itself has the ability to be locked in the open position, and the locking components themselves are metal for durability. Multiple intake vents along the top and bottom of the helmet promote wind flow, and exhaust vents in the rear help extract warm air. As expected, the MOD Bandit is ready to accept communication systems, and comes equipped with a removable, washable, hypoallergenic/anti-microbial inner liner. A drop-down sun visor is standard, though different tints for the drop-down visor are available. Available in white, black, flat black, or carbon, the MOD Bandit is DOT/ECE certified. Shop Now Shoei Neotec 2 Arguably the preferred helmet of our very own Evans Brasfield, the Shoei Neotec II is almost always on Evans’ head. He’s even gone so far as to call it his favorite street helmet. To borrow from his review, “According to Shoei, the Neotec II’s shape was optimized in the company’s wind tunnel to reduce lift and drag at elevated speeds. Since different motorcycles have different riding positions, the Neotec II’s shape was tuned to account for a wide variety of orientations towards the wind. For example, the design of the top air outlet acts as a spoiler, reducing helmet lift, in an upright riding position.” From a construction standpoint, the Neotec employs Shoei’s proprietary five-ply matrix shell with hand-laid interwoven layers of fiberglass mixed with organic fibers and resins. There’s consistent shell thickness throughout for optimum protection no matter which part of the helmet takes an impact. The multi-piece, varying density EPS liner helps save weight and allows cooling air to travel through built-in tunnels directly to the head. Of course, the interior liner is fully removable, washable, replaceable, and adjustable for optimum fit and noise reduction. To that end, the Neotec II employs all-new “noise isolator” cheek pads to fit as close to the head as possible. The faceshield’s air-tight fit keeps air out, and the chinbar’s “Vortex Generator” lip manages helps direct airflow around the helmet instead of inside it. Taking the place of double D-rings, a patented stainless steel interlocking micro ratchet chin strap mechanism keeps the helmet on your head. 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 Modular Motorcycle Helmets appeared first on Motorcycle.com. Source

From Z900 to S1000R to Street Triple, we love our naked bikes and even the ones that leave a little to the imagination with what we once called bikini fairings – especially when it’s hot. When it cools off a little, though, maybe you’d like a light wrap. A jacket. A flyscreen, a windbreaker, as it were. Especially if you use your naked as an everyday bike to ride even when the weather’s brisk, or if you spend more than a little time at freeway speed. At the same time, you don’t want to be duct-taping some ill-fitting piece of tacky plastic onto your darling. There are probably some decent “universal-fit” windscreens and other bargains, but the best ones are going to be bike-specific. We asked around for naked bike windshields people like the best, and this is them. Table of Contents DART Manta – $170 (for Harley Fat Bob pictured) National Cycle VStream – $140 (for BMW S1000R pictured) National Cycle Flyscreen with Black Hardware – $88 Puig Naked New Generation Sport – $121 MRA Sportscreen – $146 (for KTM Super Duke R pictured) Don't Forget OEM! DART Manta – $170 (for Harley Fat Bob pictured) Your DART comes highly recommended from seasoned motorcycling veterans. Darts have been made in England since 1995, when the founder wanted a flyscreen for his Ducati Monster, was unhappy with his choices, and wound up making his own. Dart’s site states the credo: “Accessories need to work, but they should also complement the bike’s appearance. With our screens, I take this further and say they should become part of the bike – like a factory part. Why is this important? Well, the screen is always in your field of view when riding, so it’s essential that it looks like it belongs… My aim is to make accessories that you are proud to put on your bike and make a genuine improvement.” Dart screens are injection-molded, rather than thermoformed from sheet material, and are available for lots of motorcycles, from Triumph Classics to Harleys to Yamaha MT-07s. The Dark Tint one pictured is for a Harley-Davidson FXDF Fat Bob. Bottom Line/Custom engineered Shop Now National Cycle VStream – $140 (for BMW S1000R pictured) Not to make any outlandish claims, National Cycle states that the “VStream revolutionizes windscreen performance! The advanced “V” shape and dimensional contours push the wind vortex out and away from the rider’s helmet, resulting in a peaceful, quiet environment This improvement is notable for the passenger as well.” Our online pal John B likes the one on his BMW S1000R quite a bit. It’s quite a bit taller and wider than the stock screen, and gives the S1000R real touring capability without sacrificing the sporty facade. And our 6-and-a-half-foot tall friend Grant loved the VStream on his Honda ST1300 before he threw it over for a newer model. The Honda, not the screen. This one’s made of 4.5mm coated polycarbonate outstanding clarity and strength characteristics, three times more resistant to abrasion than acrylic materials, and with 20X greater crack and impact resistance, says NC. Bottom Line/Quietly efficient Shop Now National Cycle Flyscreen with Black Hardware – $88 Another vote for National Cycles, this time the Flyscreen which the great motojournalist Peter Jones has affixed to his own personal nude: “Well made, high quality, easy to install, I own one and love it.” Designed mostly for custom cruisers, muscle bikes and anything with accessible fork tubes, there’s a whole range of these that use a fork mount system according to your tube diameter. Countersunk screws lets you achieve a custom fit on almost anything from things like TU-250s to Guzzis to Hogs. Made from 3mm high-impact acrylic and real steel, the usability is high and the price is low. Bottom Line/Great price and chances of success Shop Now Puig Naked New Generation Sport – $121 That’s Puig. Aleberto Puig. Actually maybe it’s not, but Puig has been cranking out windscreens since 1964 in its Granollers, Spain, factory. And it’s been sponsoring MotoGP since 2002 with Norick Abe and Team D’Antin. Puig makes a veritable plethora of motorcycle plastics. These Naked New Gen Sports are made of 3mm thick high-impact methacrylate for strength and flexibility. Puig claims these are all tested in its own virtual wind-tunnel, for optimum aero and maximal aesthetics, which in this case is minimally invasive to your cool naked bike. Available in clear, smoke, dark smoke, and black, the New Gen Sport is certified by the German TUV. Bottom Line/Swarthy Shop Now MRA Sportscreen – $146 (for KTM Super Duke R pictured) If there’s one naked bike that needs a windscreen, it would be the KTM Super Duke 1290. Capable of dialing up ludicrous speed instantly, a solid thing to cower behind is what’s needed for brisk sport-touring or cool-weather commuting. This 30-cm (11.8-inch) sport windscreen from MRA (Motorcycle Racing Accessories) can be quickly and easily mounted directly onto the motorcycle using the brackets included, and noticeably reduces the wind pressure. Available in black, transparent smoky grey, or completely clear and colourless. MRA is like the Puig of Germany, and offers hundreds of other screens for all kinds of bikes; its products are likewise TUV-approved, and the company is ISO 9001 certified. Bottom Line/German precision and all that Shop Now Don't Forget OEM! The parts biz is big business for most Original Equipment Manufacturers, and no self-respecting brand is going to allow their name to be associated with an inferior product. This “Polycarbonate Mid Windshield without Headlight Cowl, Clear” that Indian sells for its FTR1200 probably isn’t made by Indian, but it is made to Indian specs by a reputable manufacturer for sure. Which means it should fit perfectly, look good and be just the thing the FTR needs to be a nice traveller. It also gets the OEM markup – $180 – but this list is about Best, not Skinflintest. Bottom Line/You can't go wrong with OEM. Maybe. 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 Windshields for Naked Bikes appeared first on Motorcycle.com. Source

From Z900 to S1000R to Street Triple, we love our naked bikes and even the ones that leave a little to the imagination with what we once called bikini fairings – especially when it’s hot. When it cools off a little, though, maybe you’d like a light wrap. A jacket. A flyscreen, a windbreaker, as it were. Especially if you use your naked as an everyday bike to ride even when the weather’s brisk, or if you spend more than a little time at freeway speed. At the same time, you don’t want to be duct-taping some ill-fitting piece of tacky plastic onto your darling. There are probably some decent “universal-fit” windscreens and other bargains, but the best ones are going to be bike-specific. We asked around for naked bike windshields people like the best, and this is them. Table of Contents DART Manta – $170 (for Harley Fat Bob pictured) National Cycle VStream – $140 (for BMW S1000R pictured) National Cycle Flyscreen with Black Hardware – $88 Puig Naked New Generation Sport – $121 MRA Sportscreen – $146 (for KTM Super Duke R pictured) Don't Forget OEM! DART Manta – $170 (for Harley Fat Bob pictured) Your DART comes highly recommended from seasoned motorcycling veterans. Darts have been made in England since 1995, when the founder wanted a flyscreen for his Ducati Monster, was unhappy with his choices, and wound up making his own. Dart’s site states the credo: “Accessories need to work, but they should also complement the bike’s appearance. With our screens, I take this further and say they should become part of the bike – like a factory part. Why is this important? Well, the screen is always in your field of view when riding, so it’s essential that it looks like it belongs… My aim is to make accessories that you are proud to put on your bike and make a genuine improvement.” Dart screens are injection-molded, rather than thermoformed from sheet material, and are available for lots of motorcycles, from Triumph Classics to Harleys to Yamaha MT-07s. The Dark Tint one pictured is for a Harley-Davidson FXDF Fat Bob. Bottom Line/Custom engineered Shop Now National Cycle VStream – $140 (for BMW S1000R pictured) Not to make any outlandish claims, National Cycle states that the “VStream revolutionizes windscreen performance! The advanced “V” shape and dimensional contours push the wind vortex out and away from the rider’s helmet, resulting in a peaceful, quiet environment This improvement is notable for the passenger as well.” Our online pal John B likes the one on his BMW S1000R quite a bit. It’s quite a bit taller and wider than the stock screen, and gives the S1000R real touring capability without sacrificing the sporty facade. And our 6-and-a-half-foot tall friend Grant loved the VStream on his Honda ST1300 before he threw it over for a newer model. The Honda, not the screen. This one’s made of 4.5mm coated polycarbonate outstanding clarity and strength characteristics, three times more resistant to abrasion than acrylic materials, and with 20X greater crack and impact resistance, says NC. Bottom Line/Quietly efficient Shop Now National Cycle Flyscreen with Black Hardware – $88 Another vote for National Cycles, this time the Flyscreen which the great motojournalist Peter Jones has affixed to his own personal nude: “Well made, high quality, easy to install, I own one and love it.” Designed mostly for custom cruisers, muscle bikes and anything with accessible fork tubes, there’s a whole range of these that use a fork mount system according to your tube diameter. Countersunk screws lets you achieve a custom fit on almost anything from things like TU-250s to Guzzis to Hogs. Made from 3mm high-impact acrylic and real steel, the usability is high and the price is low. Bottom Line/Great price and chances of success Shop Now Puig Naked New Generation Sport – $121 That’s Puig. Aleberto Puig. Actually maybe it’s not, but Puig has been cranking out windscreens since 1964 in its Granollers, Spain, factory. And it’s been sponsoring MotoGP since 2002 with Norick Abe and Team D’Antin. Puig makes a veritable plethora of motorcycle plastics. These Naked New Gen Sports are made of 3mm thick high-impact methacrylate for strength and flexibility. Puig claims these are all tested in its own virtual wind-tunnel, for optimum aero and maximal aesthetics, which in this case is minimally invasive to your cool naked bike. Available in clear, smoke, dark smoke, and black, the New Gen Sport is certified by the German TUV. Bottom Line/Swarthy Shop Now MRA Sportscreen – $146 (for KTM Super Duke R pictured) If there’s one naked bike that needs a windscreen, it would be the KTM Super Duke 1290. Capable of dialing up ludicrous speed instantly, a solid thing to cower behind is what’s needed for brisk sport-touring or cool-weather commuting. This 30-cm (11.8-inch) sport windscreen from MRA (Motorcycle Racing Accessories) can be quickly and easily mounted directly onto the motorcycle using the brackets included, and noticeably reduces the wind pressure. Available in black, transparent smoky grey, or completely clear and colourless. MRA is like the Puig of Germany, and offers hundreds of other screens for all kinds of bikes; its products are likewise TUV-approved, and the company is ISO 9001 certified. Bottom Line/German precision and all that Shop Now Don't Forget OEM! The parts biz is big business for most Original Equipment Manufacturers, and no self-respecting brand is going to allow their name to be associated with an inferior product. This “Polycarbonate Mid Windshield without Headlight Cowl, Clear” that Indian sells for its FTR1200 probably isn’t made by Indian, but it is made to Indian specs by a reputable manufacturer for sure. Which means it should fit perfectly, look good and be just the thing the FTR needs to be a nice traveller. It also gets the OEM markup – $180 – but this list is about Best, not Skinflintest. Bottom Line/You can't go wrong with OEM. Maybe. 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 Windshields for Naked Bikes appeared first on Motorcycle.com. Source

A strange thing happened after publishing both the written and video reviews of the Ducati Superleggera V4. A surprising number of people responded – why? Why does a motorcycle like the $100,000 Superleggera V4, or the Desmosedici before it (which was “only” $75,000, if I remember right), exist? What’s the point? If it’s just another toy for the rich and/or famous to flaunt in their living rooms with zero miles on the odometer, then how is that advancing motorcycling in any way? Ducati isn’t alone in the criticism, either. Aprilia recently went wild with the $50,000 RSV4 X – a premium, mostly carbon, version of the RSV4 1100 with 225 hp, 365-lb dry weight, neutral below first gear, and only 10, yes 10, being made. BMW’s $78,000 HP4 Race is another all-carbon wonder. With a claimed wet weight of 377 pounds, it beat the Superleggera V4 to the punch with a carbon frame and wheels, though its 215 hp suddenly sounds laughable in this company. All are meant to showcase what a manufacturer can do, but inevitably get pushback and criticism. I get that no motorcycle is immune from criticism – hell, I’ve made a career out of it – and reading the comments for the Superleggera V4 reminded me of another halo bike that seemed mesmerizing on paper but received mixed reactions: Honda’s MotoGP bike for the street, the $184,000 2016 RC213V-S. Going back to the laughable power thing, Honda really took it to another level. In this particular case, the criticism surrounding it was entirely justified, as models coming to the US were neutered beyond imagine – to the tune of 101 horses. You can thank corporate lawyers for that. Even when fully uncorked Honda says it makes 212 hp. Don’t get me wrong; that’s a lot of power. But when we’re playing the game of one-upmanship, suddenly, at least in the company of these other ultra exotics, that doesn’t seem like much. Still, the idea and the execution of manufacturers producing and selling such high-performance, thinly-veiled race bikes to the general public is encouraging and exciting to me, even if they are expensive and limited. So, I was intrigued to read such mixed reactions about the Superleggera’s existence. In a way, I understand. Sorta. Motorcycles costing upwards of six figures and produced in such limited quantities inevitably mean the vast majority of us will probably never even see one. Let alone own one. Ultra rare? Aprilia’s only making 10 of the RSV4 X. So, why bother? It’s true. You and I may never own one of these super exotics (I know I won’t), but let me tell you why these ultra-expensive motorcycles are a lot more relevant than you think. But First… Let me tell you what this story is not. This isn’t about boutique outfits, individuals, or shops building one-off customs and charging six figures (or more) for them. While I’ve got nothing against custom builds, we’re keeping this confined to the likes of major manufacturers building super expensive and/or rare machines. We’re already delving into a tangled web of opinions here. There’s no need to make it any more complicated. Custom choppers with frames made entirely from gold cost a fortune, but aren’t exactly within the scope of this article. Besides, being able to theoretically go to your dealership, order a super exotic like a Superleggera V4, and still walk out with a one-year, unlimited mileage warranty is probably not something boutique shops can offer. Now then, here we go. Trickle-Down Tech Remember the Ducati Desmosedici RR? Perhaps Ducati were foreshadowing things to come. Believe it or not, there is a lesson to be learned here. Manufacturers often incorporate the features and/or manufacturing techniques used in halo bikes (which themselves come from the racing world) into everyday bikes we can find (and afford) at dealerships. It’s a lesson dating back decades. The modern electronic age is the most recent feature with direct roots in racing. I was fortunate enough to ride the $40,000 Ducati 1098R – the first production bike with traction control circa 2008. By today’s standards, there are beginner bikes with more sophisticated traction control, but by the standards of the time the 1098R was cutting edge. If we go further back in time, we can find other direct ties to trickle-down tech. Advancements like radial-mount calipers, variable valve timing, overhead camshafts, cartridge forks, a single rear shock(!), and even multiple cylinders, in the first place, are just some of the advancements that were deemed pretty radical at one point in time. And let’s not get into the two-stroke versus four-stroke debate… The precursor to the Superleggera V4 engine, the Desmosedici RR V4 has a direct lineage to today’s Ducati V4s. Looking at the Superleggera V4 specifically, it’s initially difficult to see what will trickle down. Unless there’s an advancement in carbon fiber production, it will always be expensive. However, it seems aerodynamics is the next frontier the OEMs will tackle on production sportbikes, and it is reasonable to think some of the SL V4’s aero tech will trickle down beyond the V4S and R, and in more affordable materials. They Push Boundaries The BMW HP4 Race, complete with carbon fiber frame and wheels. Just as halo bikes can set the stage for trickle-down technology we’ll see on mass-produced models, they also give us a glimpse into what an OEM might be working on. Take the carbon fiber frame on the Superleggera V4, for example. With standard steel or aluminum frames, tuning for chassis flex is such an important aspect of design. Trying to mimic, or even improve, upon that with carbon fiber is a monumental task. You’re playing with different weave techniques, thicknesses, and even lamination procedures, just to name a few. The lessons learned will surely manifest themselves in future models, somehow. Aspirational Machines Keep Hope Alive When I was a kid, I was one of those boys who had posters of exotic cars on the walls (and even the ceiling) in my room. I know I wasn’t alone. Even though my motorcycle addiction didn’t start until I was a teenager, the fire and the passion for cool cars (and later cool bikes) had a small part in me being where I am today. Somewhere out there, a kid probably has a picture of a Superleggera, or RC213V-S, or some other motorcycle on their wall (or, more likely, the wallpaper of their phone). While most of those kids will probably discover other hobbies, interests, and passions on their way to adulthood, the next great motorcycle designer, engineer, visionary, or even enthusiast is out there somewhere. Hopefully, today’s exotic motorcycles are his/her inspiration. With motorcycle sales declining, we could use all the inspiration we can get for the next generation to follow our lead. They Make You Appreciate The Bikes We Actually Can Afford In 2020, the least expensive version of Suzuki’s GSX-R1000 costs less than $15,000. This particular one is being ridden by none other than Kenny Roberts Jr., who could probably take this stock bike near the times he was putting down on his 500cc two-stroke. That’s pretty incredible. It’s easy to take the mass-produced motorcycles we can find at our local dealer for granted. But think about the tech today’s new bikes have packed into them. Powerful, smooth, and clean(ish)-burning engines we totally take for granted now. So, too, strong brakes, sophisticated electronics, and even sticky and/or long-lasting tires. And we’re not even talking about sportbikes, necessarily. If you look at today’s sportbikes, the tech we see gets even more amazing. Especially for the price. To achieve similar performance levels in the car world, you’ll easily surpass the six-figure mark. Meanwhile, a modern 1000cc sportbike will take you to warp speed for the same price as an economy car. If you’re (un)lucky enough to have access to a vintage motorcycle, you’ll appreciate the advancements in modern engineering within minutes. The “Because We Can” Factor A modern, 576cc two-stoke? The Suter MMX 500 is perhaps the ultimate “Because we Can” motorcycle today. Making 195 horses (at least that’s what they say), it weighs 280 lbs wet(!) and costs upwards of $139,000, depending on the conversion rate. Only 99 are being made, and absolutely none of the two-stroke technology has relevance in today’s four-stroke world. This one doesn’t get enough credit. Often manufacturers are criticized for cheaping out with components or areas of a motorcycle, all because the engineers and design team are forced to meet a price point. So when those once-in-a-blue-moon occasions arise where engineers are allowed to run wild and let their talent reign supreme, the motorcycling world is better off for it. We often wonder exactly that – what could Brand X do if allowed to run free and create the ultimate motorcycle? What would it look like? What would it be able to do? Every now and then bikes like the Superleggera or RC213V-S remind us what’s possible. Though thanks to the litigious world we live in now, we may not get to see the answer in totality (other than prototypes). Conversely, knowing the handicaps manufacturers face, let’s take a moment to reflect on just how awesome modern motorcycles are. The post Why $100k Motorcycles Are A Lot More Relevant Than You Think appeared first on Motorcycle.com. Source

As motorcycle technology has advanced, the tolerances to which they are manufactured have gotten ever tighter. While torque wrenches have always been important, modern motorcycles, and particularly their engines, depend on the exacting tightening specifications allowed by a torque wrench. Every motorcyclist should have one to assist them in their home-mechanic efforts. When looking for a torque wrench, it’s easy to get lost in the woods of specifications and prices. To ease your buying decision, look for these attributes: brand, size of ratchet drive, type of wrench, quality, and price. When choosing a brand, go with one that has a good reputation. You may save some money with a no-name brand, but the quality and durability may be suspect. The size of the square drive on the ratchet will determine what sockets can be mounted to it. Larger, higher-torque fasteners will usually require a 1/2-inch drive, and smaller, a 3/8-inch drive. (In my toolbox, I have both a 1/2-inch and 3/8-inch drive for foot-pounds and inch-pounds, respectively.) As you choose the type of torque wrench you buy, stay away from the cheap bar-type, which is hard to use and easy to misread. While I have always used click-type torque wrenches, which briefly release with a click when the specified torque is reached, digital torque wrenches, which use a beep and/or vibration to let you know when proper torque is reached are increasingly popular. Since quality and price often go hand-in-hand, you should avoid the cheapest ones but the average user doesn’t need to go out and buy the most expensive one, either. Look for calibration accuracy of around 4%-5%. Below, you will find a listing of some of the best torque wrenches we can find, based on the manufacturer’s reputation, specifications, and reviews. Table of Contents CDI (Snap-On) 1503MFRPH 1/2-Inch Drive Adjustable Micrometer Torque Wrench – $146 GearWrench 85077 1/2-Inch Digital Torque Wrench – $144 TEKTON 1/2 Inch Drive Click Torque Wrench – $60 ACDelco Tools ARM601-3 3/8” Digital Torque Wrench – $98 eTORK Click-Style Torque Wrench (3/8-Inch Drive) – $55 CDI (Snap-On) 1503MFRPH 1/2-Inch Drive Adjustable Micrometer Torque Wrench – $146 While you may not have heard of CDI tools, if you know anything about mechanics’ tools, you’ve heard of Snap-On, and CDI is a subsidiary owned by Snap-On. Consider this click torque wrench for those who want quality tools but don’t want to sell their first-born child to get them. Depending on the motorcycle you own, you can buy a 20-150 lb-ft or 30-250 lb-ft model. You’ll get a 25-inch long wrench to assist with higher values, while the ratchet itself allows for use in either direction. The laser-etched scale is easy to read, and the setting has a positive lock with spring-loaded pulldown lock ring. A calibration certificate is included with the wrench. CDI also makes torque wrenches with 1/4- and 3/8-inch drives. Bottom Line/For those who want Snap-On tools but don’t want the Snap-On price Shop Now GearWrench 85077 1/2-Inch Digital Torque Wrench – $144 This digital torque wrench offers five different torque unit measurements: Nm, ft lb, In lb., kgf m, and kg cm. Once set to a value, the “Target torque alert” warns as you approach the target torque, and tells the user when the value is reached with a vibrating handle, buzzer, and solid LED light. The 72 tooth ratchet allows for ratcheting increments as small as 5°. The certified accuracy is an astounding +/- 2% between 20% and 100% of the wrench’s minimum and maximum torque values. Bottom Line/2% accuracy! Shop Now TEKTON 1/2 Inch Drive Click Torque Wrench – $60 As the name implies, this 26-inch torque wrench uses a click to tell you when the desired setting is reached. The 1/2-inch drive wrench includes its own storage case. The desired value is set via a high-contrast dual-range scale. Although the ratchet rotates in both directions, torque is only measured for clockwise rotation. The all-steel wrench is calibrated to +/- 4% accuracy. Bottom Line/A value-focused torque wrench Shop Now ACDelco Tools ARM601-3 3/8” Digital Torque Wrench – $98 Torque wrenches with a 3/8-inch drive are ideal for smaller bolts with lower torque requirements. This 12.25-inch torque wrench measures values between 2-37 lb-ft with an accuracy of +/- 2% clockwise +/- 3% counter clockwise of indicated value within a range of 20% to 100% of full scale. The LCD screen displays kg-cm, N-m, in-lb, and ft-lb. The built-in buzzer notifies the user when the desired value is reached. Meets or exceeds ASME B107.14-2004, ISO 6789 standards, individually serialized with matching certificate of calibration traceable to N.I.S.T. Bottom Line/Ideal digital torque wrench for smaller fasteners Shop Now eTORK Click-Style Torque Wrench (3/8-Inch Drive) – $55 This 3/8-inch drive torque wrench features a 45-tooth ratchet that allows for torque measurement in both clockwise and counterclockwise directions. The wrench is calibrated to +/- 3% accuracy in a clockwise direction. The hardened alloy steel housing features a soft-grip handle for comfortable use. A lifetime personal use guarantee is included with the eTORK wrench. Meets the requirements of America National Standard ASME B107.300-2010. Bottom Line/An inexpensive 3/8-inch click torque wrench 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 Torque Wrenches appeared first on Motorcycle.com. Source

As motorcycle technology has advanced, the tolerances to which they are manufactured have gotten ever tighter. While torque wrenches have always been important, modern motorcycles, and particularly their engines, depend on the exacting tightening specifications allowed by a torque wrench. Every motorcyclist should have one to assist them in their home-mechanic efforts. When looking for a torque wrench, it’s easy to get lost in the woods of specifications and prices. To ease your buying decision, look for these attributes: brand, size of ratchet drive, type of wrench, quality, and price. When choosing a brand, go with one that has a good reputation. You may save some money with a no-name brand, but the quality and durability may be suspect. The size of the square drive on the ratchet will determine what sockets can be mounted to it. Larger, higher-torque fasteners will usually require a 1/2-inch drive, and smaller, a 3/8-inch drive. (In my toolbox, I have both a 1/2-inch and 3/8-inch drive for foot-pounds and inch-pounds, respectively.) As you choose the type of torque wrench you buy, stay away from the cheap bar-type, which is hard to use and easy to misread. While I have always used click-type torque wrenches, which briefly release with a click when the specified torque is reached, digital torque wrenches, which use a beep and/or vibration to let you know when proper torque is reached are increasingly popular. Since quality and price often go hand-in-hand, you should avoid the cheapest ones but the average user doesn’t need to go out and buy the most expensive one, either. Look for calibration accuracy of around 4%-5%. Below, you will find a listing of some of the best torque wrenches we can find, based on the manufacturer’s reputation, specifications, and reviews. Table of Contents CDI (Snap-On) 1503MFRPH 1/2-Inch Drive Adjustable Micrometer Torque Wrench – $146 GearWrench 85077 1/2-Inch Digital Torque Wrench – $144 TEKTON 1/2 Inch Drive Click Torque Wrench – $60 ACDelco Tools ARM601-3 3/8” Digital Torque Wrench – $98 eTORK Click-Style Torque Wrench (3/8-Inch Drive) – $55 CDI (Snap-On) 1503MFRPH 1/2-Inch Drive Adjustable Micrometer Torque Wrench – $146 While you may not have heard of CDI tools, if you know anything about mechanics’ tools, you’ve heard of Snap-On, and CDI is a subsidiary owned by Snap-On. Consider this click torque wrench for those who want quality tools but don’t want to sell their first-born child to get them. Depending on the motorcycle you own, you can buy a 20-150 lb-ft or 30-250 lb-ft model. You’ll get a 25-inch long wrench to assist with higher values, while the ratchet itself allows for use in either direction. The laser-etched scale is easy to read, and the setting has a positive lock with spring-loaded pulldown lock ring. A calibration certificate is included with the wrench. CDI also makes torque wrenches with 1/4- and 3/8-inch drives. Bottom Line/For those who want Snap-On tools but don’t want the Snap-On price Shop Now GearWrench 85077 1/2-Inch Digital Torque Wrench – $144 This digital torque wrench offers five different torque unit measurements: Nm, ft lb, In lb., kgf m, and kg cm. Once set to a value, the “Target torque alert” warns as you approach the target torque, and tells the user when the value is reached with a vibrating handle, buzzer, and solid LED light. The 72 tooth ratchet allows for ratcheting increments as small as 5°. The certified accuracy is an astounding +/- 2% between 20% and 100% of the wrench’s minimum and maximum torque values. Bottom Line/2% accuracy! Shop Now TEKTON 1/2 Inch Drive Click Torque Wrench – $60 As the name implies, this 26-inch torque wrench uses a click to tell you when the desired setting is reached. The 1/2-inch drive wrench includes its own storage case. The desired value is set via a high-contrast dual-range scale. Although the ratchet rotates in both directions, torque is only measured for counter-clockwise rotation. The all-steel wrench is calibrated to +/- 4% accuracy. Bottom Line/A value-focused torque wrench Shop Now ACDelco Tools ARM601-3 3/8” Digital Torque Wrench – $98 Torque wrenches with a 3/8-inch drive are ideal for smaller bolts with lower torque requirements. This 12.25-inch torque wrench measures values between 2-37 lb-ft with an accuracy of +/- 2% clockwise +/- 3% counter clockwise of indicated value within a range of 20% to 100% of full scale. The LCD screen displays kg-cm, N-m, in-lb, and ft-lb. The built-in buzzer notifies the user when the desired value is reached. Meets or exceeds ASME B107.14-2004, ISO 6789 standards, individually serialized with matching certificate of calibration traceable to N.I.S.T. Bottom Line/Ideal digital torque wrench for smaller fasteners Shop Now eTORK Click-Style Torque Wrench (3/8-Inch Drive) – $55 This 3/8-inch drive torque wrench features a 45-tooth ratchet that allows for torque measurement in both clockwise and counterclockwise directions. The wrench is calibrated to +/- 3% accuracy in a clockwise direction. The hardened alloy steel housing features a soft-grip handle for comfortable use. A lifetime personal use guarantee is included with the eTORK wrench. Meets the requirements of America National Standard ASME B107.300-2010. Bottom Line/An inexpensive 3/8-inch click torque wrench 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 Torque Wrenches appeared first on Motorcycle.com. Source

Triumph is bringing back another name from the brand’s past, announcing a new Trident for 2021. The new Triumph Trident will slot in as an entry-level model below the Street Triple and Speed Triple, with a contemporary take on classic roadster styling. Triumph revealed a prototype offering a hint of the Trident’s design, promising the arrival of the finished product at dealers next spring. The new Trident was the result of a four-year development project by its U.K. design team with input from Rodolfo Frascoli who also helped design the new Tiger 900 (and new Suzuki Katana). “Original British design with Italian flair,” as Triumph puts it. The result is a minimalistic roadster that’s distinct from Triumph’s modern classic line while incorporating cues from the Speed Triple. “The Trident design prototype marks the beginning of an exciting new chapter for Triumph, where the brief was all about fun, from the look to the ride,” says Steve Sargent, Triumph chief product officer. “With its pure minimalist form, clean lines, Triumph design DNA and more than a hint of our Speed Triple’s muscular poise, this gives the first exciting glimpse at the full Trident story to come.” The 2021 Trident will be powered by a new iteration of Triumph’s three-cylinder engine, but instead of the 765cc Triple, it’ll be closer to the previous 675cc displacement. Triumph hasn’t revealed any technical details yet, but a close look reveals Triumph used casings of the 675cc engine for the prototype instead of the larger engine currently powering the Street Triple. The Trident prototype’s engine covers resemble those of the 675cc version of the Street Triple. The more recent 765cc version has a shorter crankcase cover. Triumph says the production engine will be a completely new variant with a unique tune, offering a balance of low-down torque and top end power. For Europe, the Trident will be offered in a power-restricted version to meet A2 license requirements, but it can be restored to full power once its rider has gained a full license. Triumph says the Trident will offer “class-leading integrated rider technology.” At a minimum, this means traction control, anti-lock brakes plus selectable engine modes should be standard, but we don’t expect anything that requires a six-axis IMU. The smaller engine makes sense if Triumph wants to position the Trident as an entry point to the Triple lineup. Triumph says the Trident will be competing with the likes of the Honda CB650R, the Kawasaki Z650 and Yamaha MT-07. If it skews closer to the Yamaha or Kawasaki, we’re likely looking at the $7,000-$8,000 price range. Even if it were closer to the CB650R’s $9,199 MSRP, that would still make the Trident the least expensive model in Triumph’s lineup (the Speed Twin is currently listed at $9,300). “Ultimately our aim was to bring a new take on character and style, alongside the accessible easy handling and quality Triumph is known for – at a price that’s really competitive,” says Sargent. Triumph says the Trident makes use of a brand new chassis, with a comfortable, upright riding position, which should make it more accessible to a wider range of riders (and new ones, especially). The prototype’s front brakes and suspension look similar to parts used on the 2018 Street Triple S, which consisted of dual Nissin calipers, and Showa suspension, but we’ll soon learn whether these will remain on the production model or if the designers just raided the leftover parts bin for this mock-up. Check back here on Motorcycle.com when full specifications and pricing for the 2021 Triumph Trident will be revealed in the weeks ahead. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post New Triumph Trident Roadster Coming for 2021 appeared first on Motorcycle.com. Source

Following last Friday’s critically acclaimed 2020 BMW F900R vs Kawasaki Z900 video comparison review, one disgruntled Youtuber commented: Never understood comparison videos. Why not just review the bikes individually? You will always annoy people and everyone disagrees. Both bikes are good but are different, some like Kawasaki some like BMW and… well, it digressed from there. But not before giving us the brilliant idea, why don’t we review bikes individually?! Great idea. So, Sean Matic and I rushed out to film this stand-alone one of the Z900. I kid. We actually shot this one way back in May, but technical difficulties shunted it onto a sidetrack, then other more important things kept pushing it to the back of Matic’s queue. At last the wait is over, and I’ll apologize up front if it more or less repeats all my favorite things I already pointed out about the Z in last week’s vid – and leaves out some facts I didn’t learn until after. And the sound is kinda weird, which was the original problem. And, oh, never mind. Watch it if you wanna, but I think we can all agree print remains my forte, sorry. 2020 Kawasaki Z900 ABS First Ride Review Spoiler alert: The 2017 Z900 was MO’s Best Standard of the Year, in that year, and the 2020 only improves upon it. It’s a very tough act for any $8,999 bike to follow, much less beat. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2020 Kawasaki Z900 Video Review appeared first on Motorcycle.com. Source

Holy of moleys, the miracle isn’t that the VMax is still around, but that Yamaha wants to sell you one for $1501 less than in 2010 – a deflationary $17,999. The Triumph Rocket III of yore could’ve been yours for just $13,999. The reinvented 2020 Rocket 3 has much more kept up with inflation, but also with modern technology, and would no doubt give the old VMax an even rougher run for its money. Let he who is without 160 horsepower cast the first throne. Big-bore power struggle By Pete Brissette Jun. 16, 2010 Photography by Pete Brissette From its earliest days as a product of the Yamaha motorcycle brand, the VMax was the icon of brute force on two wheels.Merely mentioning the VMax is sure to conjure images of a rear tire-roasting, muscle-bound, two-wheeled monster in the mind of just about any bike enthusiast old enough to recall the 1985 release of Mad Max. And to this day the VMax retains much of its lore, even as a member of the Star Motorcycles brand. A thorough and bold redesign of the VMax in 2009 – that included a massive boost in performance from its legendary V-4 engine – has not only stirred the souls of veteran riders, it’s also exposed a whole new generation of riders to the august Mr. Max. Coupla hogzillas here. 2010 Triumph Rocket Roadster and 2010 Star VMax. Although Triumph’s Rocket III is a babe in the woods next to the long-running Max, it made an indelible mark on all of motorcycledom when unveiled in 2004. Its massive, longitudinally mounted inline-Triple and three prominent exhaust headers were, and still are, striking. The Rocket has an imposing but approachable presence, as if it were a Boss Hoss Lite. The Rocket, like the VMax, continues to thrill and intrigue since its birth. It’s the VMax. What else do you need to know? However, unlike the VMax’s relative stagnation of design for 20-plus years, Triumph spawned a powerful, touring-capable cruiser, as well as a “classic” model, in the matter of only a few years from the original Rocket’s introduction. For 2010, only six short years since the RIII was launched, the Roadster is with us. With this latest incarnation of the Rocket comes a breathed-on mill making this the most powerful Rocket III to date. In many ways the Roadster and VMax are quite different. But the common denominator here, and the primary reason we brought them together, are the ridiculous amounts of horsepower and torque each produces. Sure, modern literbikes like the BMW S1000RR are capable of more peak horsepower than the Rocket or Max; but good luck finding a production motorcycle engine that chugs out sizable hp numbers paralleled by plump torque figures like the Rocket and Vmax generate! “I’ll have the 72-oz rib eye, please.” We’re a nation that often embraces the ostentatious – we’re mostly to blame for professional wrestling and competitive eating! – so we figure you’re ready for the main course, to get to the meat of the matter: two over-the-top engines. An outright leader here depends on your moto value system. If you’re most enthralled by peak horsepower, then you’ll relish in the fact Big Max’s revvy 1679cc, liquid-cooled, four-valve-per-cylinder, 65-degree, DOHC, V-4 readily hands the Roadster its ass when comparing peak horsepower. These ostentatious brutes are mostly about big muscle. Mad Max managed 167.5 hp at roughly 9000 rpm (Star’s claim is 197 hp at the crank) when we strapped it to the dyno. From this we see why the VMax makes a good platform for a powerful dragster. The power of the Max is the key element behind its allure. “Its power is nothing short of incredible,” says Kevin of the VMax. He went on to call it a “rubber-burner extraordinaire!” Mad Max has the potential to post big top speed numbers, but it’s electronically limited to approximately 146 mph. The most sensible answer to this e-nanny is likely an issue of simple aerodynamics. Riding the naked VMax (or just about any unfaired bike for that matter) at higher speeds seems like a frightening, even hazardous prospect. And, well, we do live in a litigious society… Although respectable by most standards, the Rocket’s best run of a little less than 119 ponies at 5300 rpm simply falls short of the Star’s sportbike-like peak power. So there ya have it. If you’re looking for a horsepower king, crown Mr. Max. The Rocket III Roadster shows up for the gunfight with a 2.3-liter cannon, a cannon lobbing fat torque bombs at its foe. A peak-torque reading of 136 ft-lbs at 3200 rpm is utterly impressive in its own right, but equally noteworthy is that it twisted out over 118 ft-lbs as early as 1500 rpm. WTF? Even when the RIII’s peak hp tops out, the Big Triple is still making 117 ft-lbs. Short shift and fuhgeddaboudit! The Max’s peak 107 ft-lbs at 6700 rpm is nothing to brush off, but in the low-rpm arena the Star’s torque production is shy of the Rocket’s by as much as 55% at some points. And that’s a conservative comparison. As unique as the power curves are, so too is the character of each engine. The Roadster’s large flywheel effect is notable as it rocks the bike sideways when the throttle is blipped. It feels as though there’s a deep well of irresistible force lurking in the bowels of the big Triple. Of course the Roadster accelerates with authority, but it does so in a deliberate, linear manner that mirrors its mostly flat torque curve. A rocket indeed! The Star’s engine complexion suits the bike’s Mad Max nickname. Like a Jekyll and Hyde, the VMax is as friendly as you like it. But a hideous mad man is only one quick twist of the throttle away. “Even at low rpm, you can tell there is a brute between your legs. Just a whiff of throttle has major speed implications,” Kevin said with a tinge of fear in his voice (not really). Indeed, the Max accelerates with the ferocity of most literbikes, as the V-4 spins up much quicker than the Trumpet’s inline. Yet there’s a degree of serenity to the engine thanks to its limited vibration. On the subject of exhaust notes, the Max reminded Kevin of V-8 at idle, and under power it sounds like a modern, high-performance V-8. The Roadster has a throaty, menacing grumble at idle, too. Pull the trigger and the sound emanating out back is reminiscent of a built truck; like the older Chevy with glasspacks the local kid takes to the Tuesday night drags. One does it on top, the other on the bottom. Different animals for sure; both big, but different. If the VMax was good at only on thing, this is it. Of course, it does many things well. The Rocket, as expected, can roast the rear tire from a stop, launches hard and will even hoist a sizeable wheelie providing the clutch is finessed just right along with a handful of throttle. But the Max will do the same and then some. Just a little slip of the clutch in second gear and the Star can bake its 200-section rear tire from a rolling start. Both manufacturers have done a commendable job of mitigating engine vibes. A V-4 design is inherently smooth running. In the VMax this trait is further enhanced via a contra-rotating balance shaft. Kudos to Triumph, as the big rigid-mount Trumpet Triple is generally free of major buzz, too. Although the Roadster’s final torque number is huge, its graph line looks like a blip on the radar next to the Max’s. That’s because the Rocket redlines around 6500 rpm; the Max around 9500. Yet again one of the many ways this pair differ. More silky smooooveness is located in each bike’s 5-speed gearbox. Shifting action was light and precise on both sleds, although the shorty ASV accessory lever on the Max may have contributed to the sensation extra pull was required. Good things come in big packages The VMax brings hi-tech to the table in the form of various engine technologies borrowed from Yamaha’s sportbike line, like YCC-T, YCC-I and the well-known power-enhancing EXUP. Equally techy is the VMax’s chassis, appropriately updated to match the new V4. The Max’s skeletal composition boasts a cast-aluminum perimeter-style frame joined to an alloy swingarm; a subframe made of Controlled-Fill cast-aluminum and extruded aluminum pieces completes the package. If the Roadster ate beef we suspect it would take it on the rare side. We’d expect nothing less for a bike that was some 10 years in the making before its final unveiling. However, for all the VMax’s advanced chassis design it’s not necessarily light years ahead when it comes to real-world riding. The Rocket’s chassis package is pretty basic cruiser-type stuff compared to the VMax frame. A twin-spine tubular-steel frame holds the big Triple as a stressed member; the swingarm/shaft-drive housing is also steel. We don’t want to minimize the Rocket’s frame technology, but that’s about all there is to it. Despite a suspension package (non-adjustable 43mm USD fork and twin coil-over shocks with 5-position ramp-style preload) as no-frills as the frame, the Triumph acquits itself quite well in just about every riding situation you can throw its way. Considering the limited range of suspension adjustment on the RIII, overall ride quality is descent with sufficient damping. The Rocket exhibited moderate-to-light steering effort; even low-speed, tight-radius turns are managed with marked ease. Excellent leverage provided by its wide, sweeping handlebar is a big contributor to the friendly handling. Although Mighty Max doesn’t initiate turns as fluidly as the Roadster, it otherwise provides sure-footed, confidence-inspiring handling. For a big, honking, 807-lb sporty cruiser, the newest of the Rockets carries its weight well when hustled down flowing canyon roads where a rider can quickly forget the Roadster rolls a fat 240-section rear tire. Motorcycles with such large rear tires often feel as though they want to right themselves only seconds after initiating a turn. Not so with the Rocket. The portly Roadster further disguises its heft with a 66.7-inch wheelbase, 32.0-degree rake and 148mm of trail. This is nearly a carbon copy of the VMax’s dimensions save for the Max’s minor advantage of a 1.0-degree steeper steering angle. Despite the opportunity to finally grace the VMax with fleet-footed steering geometry after all these years, Star (Yamaha) designers and engineers actually made the new Max’s chassis dimensions milder compared to VMax 1.0, as Kevin noted during the 2009 Max’s press launch. The Roadster’s ability to handle like a motorcycle, say, 100-lbs lighter, is a defining quality of its character, a pleasantly surprising quality at that. Rocket III Roadster: Not afraid of a twisty road. It’s a safe bet the VMax’s aluminum chassis lends considerably to the bike’s middleweight-by-comparison claimed wet weight of 685 pounds. Yet the VMax doesn’t whip ‘round corners as briskly as you might expect. There isn’t any discernable flex or wallow from the VMax’s stout chassis. However, Kevin noted that chopping the throttle mid-corner occasionally upsets the chassis, a condition he attributes partly to how the Yamaha Chip Controlled-Throttle (YCC-T) affects engine compression braking. This annoyance aside, the VMax otherwise feels solid and planted, enough that new MO Editor, Jeff Cobb, said he was inspired to routinely drag the VMax’s footpeg feelers during a weekend-long trip up California’s twisty coastline near Big Sur and surrounding areas. On the flipside, I was surprised at the initial effort required to turn Mr. Max, especially after time aboard the lighter-steering but heavier weight Rocket. The Max exhibits a falling-into-the-corner sensation. Kevin referred to the feeling as steering “flop.” He also keenly noted the Max’s awkward feeling at low speeds, a trait reflective of what feels like a high CoG on the Star. We suspect a narrower handlebar compared to the Triumph’s wide bar, and an 18-inch front wheel as opposed to the Rocket’s 17-incher, as culprits that prevent crisper steering on the Star. Although the VMax lacks sportbike-like handling to mate up to its sportbike-like power, its suspension is polar-opposite of the Roadster’s springy parts. The VMax’s 52mm fork and solo shock are fully adjustable. A rider benefits further from easily accessed knurled knobs for rebound and compression damping on both the shock and fork. A remote hydraulic adjuster on the bike’s left side handles shock preload. The Star’s ride is better damped overall than what the Rocket offers, but ultimately it’s difficult to get around the rear suspension-altering effects of a shaft drive. Though shaft-jacking on the Vmax and Roadster’s traditional shaft drive systems isn’t as bad as shaft drives of yore, aggressive acceleration will nevertheless cause the rear suspension to “grow,” just as it does on all shaft final-drive motorcycles. Rear suspension thereby can seem momentarily overly stiff and unforgiving, especially if a handful of throttle is applied. Braking on either bike is more than sufficient, especially considering the weights and monster power of these big boys. The VMax wears an impressive-looking set of radial-mount, six-pot calipers clamping down on 320mm wave-type rotors; a Brembo master cylinder is a nice bonus. Braking is aided by the addition of ABS. The Max’s brakes ultimately have good stopping power, but a smidgen more effort is required at the lever than you might expect from such a formidable-looking set up. Triumph-branded four-piston Nissin calipers squeeze 320mm rotors with lots of force and excellent feel. They performed better than anticipated for stopping such a heavy machine. ABS is standard on the Rocket but it wasn’t the most refined system we’ve encountered. Dressing Mr. Max By Jeff Cobb JPD billet rear brake rotor cover and exhaust tips. For those wanting to add a bit more personalization to the VMax, you may look to the aftermarket, but Star makes it possible to bling out this boulevard bender with the convenience of one-stop shopping. Our 2009 VMax came with an assortment of dealer-supplied accessories offering a greater or lesser degree of usefulness. On the list of stylistically matched items that are purely aesthetic, were the following JPD billet alloy products: Swingarm Cover ($129.95), Camshaft Covers ($429.95), Clutch Cover ($239.95) Left Hand Engine Cover ($189.95), Front Brake Master Cylinder Cover ($79.95), and Clutch Master Cylinder Cover ($69.95). Out back, additional JPD billet items include the Rear Brake Rotor Cover ($139.95), and Exhaust Tips ($549.95). Accessory windshield does an admirable job of deflecting wind while upping the Max’s appeal. If you are not a savant when it comes to adding numbers up, or otherwise don’t have your calculator handy, all this coolness will run you $1,829.60. But our bike had more than just these beautifying goodies … On the list of truly functional items, the Boulevard Windscreen ($259.95) makes a difference on the highway, although the headlight reflects somewhat inside the abbreviated fairing, and could stand a guard to keep all the light pointing forward. Another comfort accessory is the Backrest Assembly ($359.95), which does help with lumbar support, and keeps the drag racer, er, rider, in place when trying to crack the 10-second quarter mile barrier this bike is known to do. The ASV Adjustable Clutch and Brake Levers ($139.95 each) are good quality, eye-catching upgrades. These additional accessories will set you back an additional $899.80. All combined, this $19,500 bike has $2,719.40 worth of extras, ratcheting final cost to $22,219.40. Our VMax test unit came to us decked-out in a plethora of bolt-on treats. The JPD billet engine case cover(s), camshaft covers, exhaust tips and seat backrest are but a few of the dress-up parts available from Star for Mr. Max. But again, this is not all that’s available. If your need to individualize exceeds this list, Star offers additional accessories, including a swingarm kit that will accommodate a 240 series tire, various carbon bits, and more. In all, we think it’s pretty clear that Mr. Max has not only grown far more potent, he’s now jumped an income bracket or two, and aspires to be legitimately upscale. Big bike ergonomic landscape and little things that matter If you’re tantalized by these monster-engine motorbikes and pondering a purchase for your stable, then consider your preferred riding style as part of the decision-making process. Although the Roadster’s footpeg position is now closer to the rider on the horizontal plane compared to other Rocket models, the Roadster’s rider triangle still smacks of cruiser. It has a broad, roomy seat like many cruisers do, and the wide handlebar creates an open sitting position. The position is open enough that cruising at speeds above 80 mph for extended periods may cause fatigue in some riders as they attempt to hold on tight against windblast. Below 80 mph or so wind buffeting is minimal on the unfaired beast. With its roomy and open rider environment, the Roadster retains a strong cruiser-ish influence. The VMax’s position feels bolt upright compared to the Rocket. Its footpeg location seems as if it’s directly beneath the rider’s hips; reach to its narrower handlebar feels shorter when compared to the Triumph. The Max’s seating position is kind of like an expensive office chair that’s designed to create correct seating posture. Six-footer Jeff found it comfortable after eight-plus hours in the saddle. A 30.5-inch seat height on the Max is 1.0-inch higher than the Roadster’s saddle. Rearward view from Mighty Max’s mirrors is good, but not so good is the view of its comprehensive LCD display mounted atop the faux fuel tank. We like the forward-thinking design, but the combination of the little hood ostensibly employed to shield the sun, and, well, the sun itself, make viewing all the info difficult during midday. There’s lots of data on display – like fuel level, gear position, clock, etc ¬– but trying to sort it out while the VMax’s ferocious mill launches you into tomorrow is often a frustrating task. Looking at the LCD while at a standstill seemed most prudent. The VMax’s rider triangle keeps the rider in an upright position, yet is comfortable for hours on end according to new MO mule, Jeff. Also, some of the display figures are on the small side. If not made larger in the next redesign, they at least could be made bolder. Star/Yamaha got it right, however, with the prominently displayed tach-o and integrated large-display digital speedo. A mondo shift light is mounted on top the tach. Really, though, the only things you need to know while riding the silly-fast VMax are when to shift and at what point you’ve crossed into reckless driving territory. Right? The Roadster’s instrument package consists of simple but effective gauges: one for road speed and one for engine speed. Small LCDs in each gauge display data such as real-time miles-to-empty counter, clock, tripmeters, odo, etc. There’s nothing especially trick going on here, just the basics. Yet there’s a classic and classy appeal to the simplicity. If you think it’s difficult to make out the data on the Max’s LCD during the day in this photo, imagine trying to do so whilst riding. Lastly, we expected that such large engines would have voracious appetites, but what we didn’t expect was just how quickly the Max empties its tummy. Poor Jeff found himself pushing the bike to the next fuel stop (until fellow riders lent a hand) after tempting the Max’s low-fuel warning. “I had to second guess the digital fuel gauge all the way up the Coast,” said Jeff after returning from a long stint aboard the Star. “When it says 50%, you might want to pull over, ’cause it won’t be long before 25%, then watch it! File this under ‘Don’t let this happen to you.’ “ Best observed fuel mileage from our VMax test unit was around 30 mpg. Not bad for a big engine but what is bad is a 4.0-gallon tank on a bike that loves to stretch its legs. The Roadster didn’t post fuel economy good enough to blow the Max out of the water; but an observed 34 mpg from its cavernous 6.3-gallon tank will take you miles past where the VMax turned off the ride route in order to refuel. Gimmie! As noted early on, the Roadster and VMax differ enough that only the absurdness of engine size and performance warrant their pairing up. Each offers reasons to prefer one to the other. Do you enjoy profiling down the boulevard with steam engine-like torque easily pulling top gear from just above idle? Yet still want a bike that doesn’t shy away from twisted pavement? Relaxed riding position and understated styling your thing? Are you a big dude looking for a bike that’ll finally fit your stature as well as satiate your desire to have a potent but manageable cruiser? Then the Roadster could be your pick. Is this the one you want? We’ll take it if you won’t! The Triumph reminds us of a cleanly restored, hopped-up big-block American muscle car with an engine that does all the talking. Nothing fancy about it, just big torque and no B.S. An unexpectedly low MSRP of $13,999 gives access to this straight-shooting Rocket. Maybe you respect the old school and those things influenced by it, but for your money you’d have a modern-day Camaro rather than a retro ride. The new VMax might be the powerhouse bike you’ve longed for. It doesn’t have all the bottom-end stonk of the Triumph, but Mad Max’s top-end-biased big horsepower is more your speed. Futuristic looks packaged around a smooth-running, screamer V-4 and a neutral riding position keep the VMax a dream bike for riders old and new alike. Perhaps keeping the 2010 VMax merely a dream for many could be its $19,500 MSRP and special-order only availability. Despite the commonality of mondo engines, the Roadster and VMax are quite different. Each is a winner to us. “This is an exotic, whether judged in terms of power, engine configuration, styling or scarcity. It’s premium in nearly every way except for its turn signals,” opined Kev. Through all this, rather than decide which bike suits you best, maybe you’ve become like us: we’ve decided we want both! The post Church of MO: 2010 Triumph Rocket III Roadster Vs. 2010 Star VMax appeared first on Motorcycle.com. Source

After teasing us earlier this month, Honda officially introduced its updated 2021 CBR600RR for the Japanese market. That’s right, the updated CBR600RR has only been confirmed for Japan, with just 1,000 units being produced, while Honda’s U.S. and European arms say there are no plans to introduce it in their respective markets. So, for those of us who aren’t in Japan, what are we missing?  For starters, there’s the new bodywork which blends a bit of the previous model with the CBR1000RR-R. The new CBR600RR sports a pair of winglets Honda says were designed to generate downforce to optimize stability while entering corners or turning while accelerating. Honda also designed the shape of the fairing to improve aerodynamics, claiming the lowest drag coefficient in the supersport class. Other visual changes include a new, more compact headlight which now uses LEDs. In fact, all of the lighting except the license plate lamp are LEDs. The engine remains a liquid-cooled DOHC four-valve Inline-Four, displacing 599cc, but internally, Honda used new materials for the camshafts, valve springs and crankshaft. The result is the engine now spins another 2,000 rpm before reaching peak power. Honda also increased the diameter of the intake throttle bore, tweaked the inlet port shape for the intake system and adjusted the valve timing while changing the thickness of parts of the the exhaust system. Honda claims 119 hp at 14,000 rpm and 47.2 lb-ft at 11,500 rpm for the 2021 CBR600RR. The 2021 CBR600RR produces more power and torque at high engine speeds but loses a bit in the midrange to the previous model. The new CBR600RR is equipped with a five-axis IMU from Bosch to help modulate the cornering anti-lock braking and traction control systems. With a throttle-by-wire system and an ECU, the 2021 model offers five engine modes, nine levels of traction control (plus off), three levels of wheelie control, and three levels of engine braking control. A new full-color TFT screen displays all the relevant data. An assist and slipper clutch helps lighten the clutch lever pull and reduce rear wheel hop during hard downshifts. A quick shifter is available as an optional accessory. Honda made some tweaks to the chassis, changing the rake and trail from the 2020 model’s 23°55′ and 3.8 inches to 24°06′ and 3.9 inches, contributing to the wheelbase increase from 53.9 inches to 54.1 inches. Honda claims a curb weight of 428 pounds, a decrease from the ABS-equipped 2020 model’s claimed 434 pounds. The suspension system remains the same as the 2020 model, with a 41mm Showa Big-Piston Fork and a Pro-Link rear shock, both offering adjustable spring preload, rebound and compression damping. The front wheel is equipped with dual radial-mount four-piston calipers and 310mm floating discs. The rear uses a single-piston caliper with a 220 mm disc. Nissin supplies the ABS modulator. Honda claims a curb weight of 428 pounds, a decrease from the ABS-equipped 2020 model’s claimed 434 pounds. The 2021 Honda CBR600RR will arrive in Japanese showrooms in September with the tri-colored Grand Prix Red livery pictured above, with pricing is set at 1,606,000 yen ($15,177 US.) Honda Racing Corporation will follow up with a track-ready version in January (pictured below) with upgraded ECU, exhaust, suspension and brakes, and all unnecessary street-legal components removed. Pricing for the race-equipped version remains to be determined. HRC will also sell the race kit separately. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Japan-Only 2021 Honda CBR600RR Revealed appeared first on Motorcycle.com. Source

So you’re thinking about renting a motorcycle? Maybe you’re planning a vacation to a far off land where transporting your own motorcycle would be cost-prohibitive or perhaps you’re looking to get some seat time on a potential purchase. Whatever the reason, motorcycle rental is a great way to try something new or add some riding potential to a vacation. There are dozens of motorcycle rental companies around the world, some big, some small, but usually the process is relatively similar when it comes to the rental experience. We’ve put together what we believe to be the major points you should consider when looking to rent a motorcycle. What kind of experience do you have? Motorcycle rental is a great way to try out new motorcycles within or outside the genre of what’s sitting in your garage, but be smart when choosing a rental bike. If you’ve been riding lightweight small displacement motorcycles for your entire riding career, getting a track-ready 200-plus horsepower machine or a 1,000-pound hunk of American Iron probably isn’t the best idea, particularly if you’re planning a vacation somewhere you’ve never ridden before. Also, if you ride something like a sportbike for your daily but want to go on a vacation and cruise Route 66 on a big V-Twin, just know that there will be a learning curve. Take the first few miles (or more) to get acquainted with your machine. Learn how the power delivery comes on, get a feel for the brakes, and feel out any handling characteristics that may be different from what you’ve ridden before. Large companies, like Eaglerider in the US and Hertz in the US and abroad, have sizable rental fleets that range from 250cc dual-sport bikes to top-of-the-line touring machines from various manufacturers. Even if a major company like that doesn’t have what you’re looking for, you may be able to find a smaller company with a different selection of bikes to choose from, depending on where you’re headed, of course. Then there are the motorcycle rental services, like Riders Share and Twisted Road, that allow people to rent you their motorcycles. This is where you might find some more obscure offerings if you’re flexible about the location you’re renting from. Of course, large population centers will have a wider variety of motorcycles available. Where will you be riding? Where you plan to ride will also make a big difference on which bike you choose for your rental. If you’re planning to get your kicks on Route 66, what better bike to do it on than the quintessential American V-Twin cruiser. Should you find your route snaking through mountain passes one day and freeway slogging the next, a sport-tourer should do the job quite well. Now, with the popularity of adventure motorcycling, there’s also the question of whether you plan to venture off the pavement for some exploration on the trail. There are a lot of fantastic choices on the market these days, so there should be no shortage of options when it comes to choosing the right bike for your purposes. What will the weather be like? Always check the weather where you plan to ride. It feels like it goes without saying, but if you plan to ride somewhere that you’re not familiar with, do some research but also ask the folks you’re renting from about the weather in the areas you plan to ride. This can also affect your bike choice. If you’re planning to ride in inclement weather or somewhere chilly, a touring machine with plenty of wind protection and heated grips might not be a bad option. Weather will, of course, also determine the gear you use as well. Some companies rent gear, but we’d always suggest bringing your own if you’re able. Luggage If you’re planning a tour, you’ll want to make sure you know what kind of luggage comes with the rental machine. This may not be as big of a deal if you’re renting just to ride a new machine. I’ve personally traveled with my gear, clothes, etc. packed in bags that I can then strap to the motorcycle to make things easy. Some rental companies can store luggage for you during your trip if you plan to return your bike to the same location, as well. Again, if you’re planning a long trip for which you require panniers, be sure to confirm that your bike will have them. Be sure to consider the entire cost While a day rental, pending which motorcycle you rent, may not be overly expensive, a week or more can certainly add up. I always suggest giving the company you plan to rent from a call in order to make sure the rental is exactly as you want, and to be sure you have a contact at the company that can help you with any questions you might have. There are usually also discounts once you rent for, say, more than six days. Keep in mind that the rental, insurance, and whatever other add-ons you might decide to include aren’t the only financial factor. Many companies require a deposit in order to rent to anyone. That deposit may be more than $1,000, so be sure you’ve considered that chunk of money being held on a credit card during your trip. Also, while it may seem obvious, don’t forget to factor in costs like gas. In general, petrol seems to be less expensive in the States than in many parts of Europe. Be sure to get a gauge for gas prices for where you’re headed, they may surprise you. Lastly, if you’re planning a long haul, expect some tolls, ferries, or other fees along the way. Rental Companies Eaglerider Hertz MotoQuest Riders Share Twisted Road The post Motorcycle Rental: Everything You Need to Know appeared first on Motorcycle.com. Source

We know you’ve heard the saying before, but really – how much is your head worth? Ask us and we’ll tell you we want to wear the best motorcycle helmet money can buy. Your head really is the most important thing to keep safe, whether you’re on a motorcycle or not. You don’t have to spend as much as most of these ten cost for a truly great helmet, but if you’re really after the best, well, you have to open up the purse a little. The following are some of the best money can buy – including some modular options for street riders or those who like the versatility flip-ups provide. Presented in alphabetical order, the MO staff collectively agree the helmets below have brought the helmet game forward in terms of safety, comfort, design, practicality, or all of the above. In our humble staff opinion, these are the ten best motorcycle helmets out there today: Table of Contents 6D ATS-1R – $695 AGV K-6 – $529 AGV Sportmodular – $600 Arai Regent X – $560 - $690 Bell Race Star Flex DLX – $750 Bell SRT-Modular – $370 HJC RPHA 11 Pro $400 to $540 Shoei RF1200 – $486 - $627 Shoei Neotec II – $700 - $800 Shoei X-Fourteen $682 - $900 6D ATS-1R – $695 For decades helmet construction was basically the same: a polystyrene shell surrounded your dome and was built to crush upon impact, absorbing the crash force so your head won’t have to. But as motorcycles evolved, helmets didn’t. Until 6D arrived. First came the ATS-1 helmet; now there’s the completely reworked ATS-1R. Using a new and improved version of its ODS (Omni-Directional Suspension) system reduces energy transfer to the head/brain even more than before, says 6D, and makes the R even lighter. Basically, we’ve got tiny springs wedged between two EPS liners, which 6D claims offers unsurpassed security. Read the review here. Bottom Line/The latest word in protection Shop Now AGV K-6 – $529 The latest thing from Italy is the culmination of all of AGV’s helmet technology focussed onto a single helmet for street use. A super light carbon and aramid fiber shell is formed into an aerodynamic shape that works well on any kind of motorcycle, and its intermediate oval shape and four sizes deliver an excellent fit for most heads. A plush Ritmo and Shalimar fabric interior is moisture-wicking, removable and quiet, and the K6’s shield is easily swappable. Solid colors start at $499. Bottom Line/Haute Italian style and performance for medium money Shop Now AGV Sportmodular – $600 Weighing in at just a touch over 3.0 pounds, AGV’s new Sportmodular is built entirely from Carbon Fiber. AGV says this flip-up meets the same safety standards as its Pista R MotoGP helmet – while weighing less than its racing counterpart! Built for the sport and sport-touring rider, AGV says it spent countless hours in the wind tunnel to make the SportModular aerodynamic and quiet, while still providing good ventilation and stability. Three shell sizes covering XS to XLLL mean everybody should be able to find a comfortable yet compact fit. Read the full MO review here. Bottom Line/Super-light and aero modular Shop Now Arai Regent X – $560 - $690 Arai’s reputation is second to none when it comes to helmet safety and quality. Lasty year the Corsair-X was in this space, the same helmet the racers wear on MotoGP and WSBK grids. This year we’re putting in the new Regent X, which is a lot like the Corsair-X but designed around a new shell with an even smoother shape. The same plush comfort, protection and features expected of the brand is here but also something else – the Regent is much easier to get on and off your head. The new reinforcing Hyper Ridge and VAS shield system lower the center of gravity, and the bottom of the new shell flares out 5 mm to make putting the helmet on easier. It’s a subtle but really noticeable difference that makes the Regent easier to deal with in everyday use than the full-race Corsair. Naturally, the Regent still meets Arai’s own safety standards, which surpass both DOT and Snell. The Regent isn’t cheap, but remembering that every Arai is handmade by an expert craftsman in Japan softens the blow. It’s available in a bunch of solid colors and graphics like the Sensation pictured – and we reviewed it here. Bottom Line/Handmade helmet art Shop Now Bell Race Star Flex DLX – $750 Back in the day, the Bell Star was the helmet to put on your head because it was the only helmet to put on your head. Fast forward a few decades and Bell’s new flagship is the Race Star Flex. Bell’s lightest and most advanced helmet, the Race Star Flex features a 3K carbon fiber shell that makes it light. Helping protect your noggin from impact forces, the Flex design incorporates three different layers of material at different densities – EPO, EPP, and EPS – to best absorb impact from low-, mid-, and high-speed crashes. From there, magnetic cheek pads, a huge field of view (especially when in the tuck position), a sweat-wicking liner, and excellent ventilation all contribute to the helmet’s premium feel. Finally and best of all-ly, DLX denotes a PanovisioProTint Photochromatic shield is standard equipment. Bottom Line/Photochromatic shield is the bomb Shop Now Bell SRT-Modular – $370 Evans Brasfield himself reviewed the Bell SRT-M last year, and liked it enough to call it a worthy inclusion to this list of best motorcycle helmets. You can tell a lot of thought went into the design of Bell’s premium modular helmet, even though it doesn’t carry a premium price tag. From its aerodynamic shape, to the vents – even down to the shape of the internal flip-down sun visor and its lip extension that keeps turbulent air from coming underneath the chin bar and aggravating your eyes, this is a great lid. With correctly placed grooves for glasses and pockets for communication systems, Bell really thought of everything when it came to designing this practical, flip-front street helmet. Bottom Line/You could spend more, but... Shop Now HJC RPHA 11 Pro $400 to $540 RPHA represents the top of the line when it comes to HJC, and the RPHA 11 Pro is the top offering in terms of full-face race helmets from the Korean helmet manufacturer. Lately, HJC is getting notoriety for the wacky graphic designs it’s place on its helmets, a result of the partnerships it has formed with the Marvel, Disney/Star Wars, and Pixar franchises. Pictured is the Mike Wazowski. The wide price variation is strictly to do with that collaboration. But to focus on that would be to miss an excellent helmet in the RPHA 11 Pro. Constructed from composite materials, the 11 Pro is a surprisingly comfortable helmet with great aerodynamics and ventilation. The RPHA 11 Pro has a lot of the premium features as the others, but comes in at a price point much easier to swallow. Here’s a John Burns’ review from 2017. Bottom Line/Express yourself Shop Now Shoei RF1200 – $486 - $627 When it comes to a fully-featured street helmet, the Shoei RF name is legendary. With the RF1200, the legend continues. Featuring a slimmer profile compared to its RF1100 predecessor, the RF1200 is also more aerodynamic. Constructed from a six-ply matrix of various fiberglass and organic resin fibers, the RF1200’s dual-layer EPS liner incorporates different densities while also allowing cool air to travel through built-in channels. In all, the RF1200 meshes the extreme comfort we know and love from Shoei with excellent protection, visibility, and ventilation. And it’s available in a range of solid colors and graphics, including Pink Haromonic. Read our review of the RF1200. Bottom Line/A solid choice for six years now Shop Now Shoei Neotec II – $700 - $800 In case you haven’t noticed by now, the MO staff loves flip-up helmets. They’re practical and convenient – basically everything we want in an everyday street helmet, and even better for long days traveling. Shoei seems to have the intermediate oval shape down. The field is stacked with great modular helmets (and a couple not-so-great ones), but one of the best we’ve tried is the Neotec II. Several tweaks were made in the wind tunnel to improve the Neotec II over the original Neotec a few years ago, resulting in a modular that’s more aerodynamic, quieter, and comes with improved ventilation. A trifecta of achievements, especially considering the original Neotec was no slouch in any of those departments. For the full scoop on the Neotec II, check out Evans’ review here. Bottom Line/Expensive but worth it Shop Now Shoei X-Fourteen $682 - $900 What, three Shoeis? You said you wanted the best. If you want to wear what’s on Marc Marquez’s head, then the X-Fourteen is it. The best of the best, the X-Fourteen competes with the other flagship racing helmets out there. With the help of wind tunnel testing, the X-Fourteen is the most aerodynamic X-series model to date, with removable and/or replaceable wings to suit the rider’s needs to a specific track. The wind tunnel also helped with ventilation design, as the six intake ports work in tandem with the six exhaust ports for excellent airflow. There are even ventilation channels designed around the cheek pads to cool the rider in that area. Comfort is a given with the X-Fourteen, as one of the four shell sizes are sure to fit most head shapes, and the patented rotating liner system allows for a better field of vision in a tuck position. Dual-layer, dual-density EPS liner disperses impact energy with the best of them, and the quick-release cheek pads (seen on all Shoei helmets) make it easier for first responders to take off the helmet if they need to tend to you. Read our review from 2016. Bottom Line/The faster you go, the better it gets 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 The 10 Best Motorcycle Helmets You Can Buy Today appeared first on Motorcycle.com. Source

We know you’ve heard the saying before, but really – how much is your head worth? Ask us and we’ll tell you we want to wear the best motorcycle helmet money can buy. Your head really is the most important thing to keep safe, whether you’re on a motorcycle or not. You don’t have to spend as much as most of these ten cost for a truly great helmet, but if you’re really after the best, well, you have to open up the purse a little. The following are some of the best money can buy – including some modular options for street riders or those who like the versatility flip-ups provide. Presented in alphabetical order, the MO staff collectively agree the helmets below have brought the helmet game forward in terms of safety, comfort, design, practicality, or all of the above. In our humble staff opinion, these are the ten best motorcycle helmets out there today: Table of Contents 6D ATS-1R – $695 AGV K-6 – $529 AGV Sportmodular – $600 Arai Regent X – $560 - $690 Bell Race Star Flex DLX – $750 Bell SRT-Modular – $370 HJC RPHA 11 Pro $400 to $540 Shoei RF1200 – $486 - $627 Shoei Neotec II – $700 - $800 Shoei X-Fourteen $682 - $900 6D ATS-1R – $695 For decades helmet construction was basically the same: a polystyrene shell surrounded your dome and was built to crush upon impact, absorbing the crash force so your head won’t have to. But as motorcycles evolved, helmets didn’t. Until 6D arrived. First came the ATS-1 helmet; now there’s the completely reworked ATS-1R. Using a new and improved version of its ODS (Omni-Directional Suspension) system reduces energy transfer to the head/brain even more than before, says 6D, and makes the R even lighter. Basically, we’ve got tiny springs wedged between two EPS liners, which 6D claims offers unsurpassed security. Read the review here. Bottom Line/The latest word in protection Shop Now AGV K-6 – $529 The latest thing from Italy is the culmination of all of AGV’s helmet technology focussed onto a single helmet for street use. A super light carbon and aramid fiber shell is formed into an aerodynamic shape that works well on any kind of motorcycle, and its intermediate oval shape and four sizes deliver an excellent fit for most heads. A plush Ritmo and Shalimar fabric interior is moisture-wicking, removable and quiet, and the K6’s shield is easily swappable. Solid colors start at $499. Bottom Line/Haute Italian style and performance for medium money Shop Now AGV Sportmodular – $600 Weighing in at just a touch over 3.0 pounds, AGV’s new Sportmodular is built entirely from Carbon Fiber. AGV says this flip-up meets the same safety standards as its Pista R MotoGP helmet – while weighing less than its racing counterpart! Built for the sport and sport-touring rider, AGV says it spent countless hours in the wind tunnel to make the SportModular aerodynamic and quiet, while still providing good ventilation and stability. Three shell sizes covering XS to XLLL mean everybody should be able to find a comfortable yet compact fit. Read the full MO review here. Bottom Line/Super-light and aero modular Shop Now Arai Regent X – $560 - $690 Arai’s reputation is second to none when it comes to helmet safety and quality. Lasty year the Corsair-X was in this space, the same helmet the racers wear on MotoGP and WSBK grids. This year we’re putting in the new Regent X, which is a lot like the Corsair-X but designed around a new shell with an even smoother shape. The same plush comfort, protection and features expected of the brand is here but also something else – the Regent is much easier to get on and off your head. The new reinforcing Hyper Ridge and VAS shield system lower the center of gravity, and the bottom of the new shell flares out 5 mm to make putting the helmet on easier. It’s a subtle but really noticeable difference that makes the Regent easier to deal with in everyday use than the full-race Corsair. Naturally, the Regent still meets Arai’s own safety standards, which surpass both DOT and Snell. The Regent isn’t cheap, but remembering that every Arai is handmade by an expert craftsman in Japan softens the blow. It’s available in a bunch of solid colors and graphics like the Sensation pictured – and we reviewed it here. Bottom Line/Handmade helmet art Shop Now Bell Race Star Flex DLX – $750 Back in the day, the Bell Star was the helmet to put on your head because it was the only helmet to put on your head. Fast forward a few decades and Bell’s new flagship is the Race Star Flex. Bell’s lightest and most advanced helmet, the Race Star Flex features a 3K carbon fiber shell that makes it light. Helping protect your noggin from impact forces, the Flex design incorporates three different layers of material at different densities – EPO, EPP, and EPS – to best absorb impact from low-, mid-, and high-speed crashes. From there, magnetic cheek pads, a huge field of view (especially when in the tuck position), a sweat-wicking liner, and excellent ventilation all contribute to the helmet’s premium feel. Finally and best of all-ly, DLX denotes a PanovisioProTint Photochromatic shield is standard equipment. Bottom Line/Photochromatic shield is the bomb Shop Now Bell SRT-Modular – $370 Evans Brasfield himself reviewed the Bell SRT-M last year, and liked it enough to call it a worthy inclusion to this list of best motorcycle helmets. You can tell a lot of thought went into the design of Bell’s premium modular helmet, even though it doesn’t carry a premium price tag. From its aerodynamic shape, to the vents – even down to the shape of the internal flip-down sun visor and its lip extension that keeps turbulent air from coming underneath the chin bar and aggravating your eyes, this is a great lid. With correctly placed grooves for glasses and pockets for communication systems, Bell really thought of everything when it came to designing this practical, flip-front street helmet. Bottom Line/You could spend more, but... Shop Now HJC RPHA 11 Pro $400 to $540 RPHA represents the top of the line when it comes to HJC, and the RPHA 11 Pro is the top offering in terms of full-face race helmets from the Korean helmet manufacturer. Lately, HJC is getting notoriety for the wacky graphic designs it’s place on its helmets, a result of the partnerships it has formed with the Marvel, Disney/Star Wars, and Pixar franchises. Pictured is the Mike Wazowski. The wide price variation is strictly to do with that collaboration. But to focus on that would be to miss an excellent helmet in the RPHA 11 Pro. Constructed from composite materials, the 11 Pro is a surprisingly comfortable helmet with great aerodynamics and ventilation. The RPHA 11 Pro has a lot of the premium features as the others, but comes in at a price point much easier to swallow. Here’s a John Burns’ review from 2017. Bottom Line/Express yourself Shop Now Shoei RF1200 – $486 - $627 When it comes to a fully-featured street helmet, the Shoei RF name is legendary. With the RF1200, the legend continues. Featuring a slimmer profile compared to its RF1100 predecessor, the RF1200 is also more aerodynamic. Constructed from a six-ply matrix of various fiberglass and organic resin fibers, the RF1200’s dual-layer EPS liner incorporates different densities while also allowing cool air to travel through built-in channels. In all, the RF1200 meshes the extreme comfort we know and love from Shoei with excellent protection, visibility, and ventilation. And it’s available in a range of solid colors and graphics, including Pink Haromonic. Read our review of the RF1200. Bottom Line/A solid choice for six years now Shop Now Shoei Neotec II – $700 - $800 In case you haven’t noticed by now, the MO staff loves flip-up helmets. They’re practical and convenient – basically everything we want in an everyday street helmet, and even better for long days traveling. Shoei seems to have the intermediate oval shape down. The field is stacked with great modular helmets (and a couple not-so-great ones), but one of the best we’ve tried is the Neotec II. Several tweaks were made in the wind tunnel to improve the Neotec II over the original Neotec a few years ago, resulting in a modular that’s more aerodynamic, quieter, and comes with improved ventilation. A trifecta of achievements, especially considering the original Neotec was no slouch in any of those departments. For the full scoop on the Neotec II, check out Evans’ review here. Bottom Line/Expensive but worth it Shop Now Shoei X-Fourteen $682 - $900 What, three Shoeis? You said you wanted the best. If you want to wear what’s on Marc Marquez’s head, then the X-Fourteen is it. The best of the best, the X-Fourteen competes with the other flagship racing helmets out there. With the help of wind tunnel testing, the X-Fourteen is the most aerodynamic X-series model to date, with removable and/or replaceable wings to suit the rider’s needs to a specific track. The wind tunnel also helped with ventilation design, as the six intake ports work in tandem with the six exhaust ports for excellent airflow. There are even ventilation channels designed around the cheek pads to cool the rider in that area. Comfort is a given with the X-Fourteen, as one of the four shell sizes are sure to fit most head shapes, and the patented rotating liner system allows for a better field of vision in a tuck position. Dual-layer, dual-density EPS liner disperses impact energy with the best of them, and the quick-release cheek pads (seen on all Shoei helmets) make it easier for first responders to take off the helmet if they need to tend to you. Read our review from 2016. Bottom Line/The faster you go, the better it gets 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 The 10 Best Motorcycle Helmets You Can Buy Today appeared first on Motorcycle.com. Source

Zero Motorcycles has filed trademark applications for the names “Zero DSR/X” and “Zero FXE“. As usual, trademark filings don’t provide too many clues about their potential use, but we suspect the names will be for more off-road focused versions of the DSR and FX. The two trademark applications were filed Aug. 12 with the U.S. Patent and Trademark Office for use with “Electric motorcycles; Motorcycles and structural parts therefor; Motorcycles for motocross”. The motocross reference may seem notable at first, but this is word-for-word the same description Zero used when filing for the names of the DS and DSR dual-sports. In other words, don’t expect these to be for electric motocross racebikes. The slash-X in “DSR/X” does imply a more off-road worthy version of the DSR. This past fall, Zero introduced the DSR Black Forest to the U.S. Previously available in Europe before arriving stateside, the DSR/BF was essentially a DSR outfitted as an adventure-tourer with the addition of three lockable hard cases, accessory bars and hand guards. The Black Forest DSR used 19-inch cast wheels, however, instead of 21-inch wire spoke wheels typically expected of a more off-roady ADV. That’s where the DSR/X might fit in. The “E” in “FXE” is a little less telling as it could stand for a number of things (well, except for “electric” as that would be rather redundant.) The FX is already a suitable Enduro machine, but perhaps the E pushes it more in that direction with less focus on street riding. Zero hasn’t really had a dedicated off-road bike since the MX in 2013. In the last few years, Zero has made great strides with its streetbike lineup, including the addition of its first faired sportbike, the SR/S. The company’s origins, however, are in electric dirtbikes, and a return to those roots might be timely. According to the Motorcycle Industry Council, off-highway motorcycle sales in the U.S. were up 50.3% over the first six months of 2020 while streetbike sales declined 6.9%. Of course, we’re just speculating from our armchair here, using the information available and what we know of Zero’s existing lineup. We’ll have to wait for an official announcement from Zero to learn more about the DSR/X and FXE. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Zero Files DSR/X and FXE Trademarks appeared first on Motorcycle.com. Source

Indian is returning to its hill-climbing roots entering the 2020 AMA Pro Hillclimb Racing series with a modified FTR750. This marks the first Indian factory hillclimb racer since 1939. The Indian FTR750 will be racing in the series’ new Twins class, which includes overhead cam Twins displacing 650cc to 1203cc or push-rod Twins from 650cc to 1800cc. AMA Pro Hillclimb created the class with the intent of drawing OEMs like Indian. Signaling its intent to be immediately competitive in the new class, Indian signed John “Flying” Koester. A ten-time AMA Pro Hillclimb Champion, Koester has won titles in the series’ former Unlimited, 450 Pro and Xtreme classes. In 2018, Koester became the first American racer to win titles in all three National Pro Hillclimb classes in a single season. He followed that up last year by winning the Unlimited and Xtreme classes while finishing runner-up to Logan Cipala in the 450 class. “It’s an absolute honour to represent Indian Motorcycle as it makes its dramatic return to hillclimb racing on the same machine that literally changed the game for flat-track racing over the past four years,” says Koester. “We’re excited to unleash the FTR750 on the hill, with our minds firmly fixed on the ultimate goal of capturing a championship.” Koester and his father and crew chief, Gordy Koester, lead the FTR750’s modification, turning the flat tracker into a hill-climber. They added an extended swingarm, knobby tires and an upgraded Rekluse clutch designed for the increased demands of hillclimb racing. The subframe and tail were redesigned, resulting in a sharply rising tail. The team also worked with S&S to design a new exhaust system that would fit with Koester’s riding position. The 2020 AMA Pro Hillclimb season begins Sept. 19 at White Rose Motorcycle Club in Spring Grove, Penn., and continues Oct. 11 at the Dayton Motorcycle Club’s Devil’s Staircase in Oregonia, Ohio. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Indian FTR750 is Going Hill-Climbing appeared first on Motorcycle.com. Source

Indian is returning to its hill-climbing roots entering the 2020 AMA Pro Hillclimb Racing series with a modified FTR750. This marks the first Indian factory hillclimb racer since 1939. The Indian FTR750 will be racing in the series’ new Twins class, which includes overhead cam Twins displacing 650cc to 1203cc or push-rod Twins from 650cc to 1800cc. AMA Pro Hillclimb created the class with the intent of drawing OEMs like Indian. Signaling its intent to be immediately competitive in the new class, Indian signed John “Flying” Koester. A ten-time AMA Pro Hillclimb Champion, Koester has won titles in the series’ former Unlimited, 450 Pro and Xtreme classes. In 2018, Koester became the first American racer to win titles in all three National Pro Hillclimb classes in a single season. He followed that up last year by winning the Unlimited and Xtreme classes while finishing runner-up to Logan Cipala in the 450 class. “It’s an absolute honour to represent Indian Motorcycle as it makes its dramatic return to hillclimb racing on the same machine that literally changed the game for flat-track racing over the past four years,” says Koester. “We’re excited to unleash the FTR750 on the hill, with our minds firmly fixed on the ultimate goal of capturing a championship.” Koester and his father and crew chief, Gordy Koester, lead the FTR750’s modification, turning the flat tracker into a hill-climber. They added an extended swingarm, knobby tires and an upgraded Rekluse clutch designed for the increased demands of hillclimb racing. The subframe and tail were redesigned, resulting in a sharply rising tail. The team also worked with S&S to design a new exhaust system that would fit with Koester’s riding position. The 2020 AMA Pro Hillclimb season begins Sept. 19 at White Rose Motorcycle Club in Spring Grove, Penn., and continues Oct. 11 at the Dayton Motorcycle Club’s Devil’s Staircase in Oregonia, Ohio. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Indian FTR750 is Going Hill-Climbing appeared first on Motorcycle.com. Source

There are a million ways to skin a cat, as they say, and the field that is the 900cc-ish middleweight naked bike segment is a perfect example. Just take these two cats. After we put the KTM 890 Duke R and Triumph Street Triple R head-to-head, Burns gave us flack for not throwing the Kawasaki Z900 in the mix. I still don’t think it quite has enough to top its Austrian or British counterparts, but it’s peppy enough and should be thrown up against something – if for nothing else than to shut John up. Just in case you forgot, for 2020 the Z gets a revamp which you can read all about in John’s First Ride Review. Now, I realize some of you may be too lazy to click that link and read what’s different about the old Z compared to the new one. So here’s the story in a nutshell: some styling tweaks to round the edges off some of the Sugomi styling, revised chassis settings around the swingarm lead to better handling, better suspension, and Kawi added a fancy TFT dash and LEDs all around. Power remains the same from the 948cc Four – 115.5 ponies at the wheel when we dyno’d this bike which, really, is plenty to have a good time. John’s had the Z900 for a while now and can’t stop talking about it. Bavarian Challenger So when searching in the $9,000 range to find something to put against the equally-priced Kawi, BMW’s new-for-2020 F900R jumped out at us (ironically, Johnnie rode that bike at its intro, too) BMW’s no stranger to the middleweight nakedbike market of course, but the newness of the F900R made it the perfect fit. Kinda. The F900R’s 895cc engine gives up some in displacement, and its parallel-Twin engine lacks the two extra pistons you see on the Kawi, too. BMW says it makes 99 horses and 67 lb-ft at the crankshaft. When Burnsie put the adventure-y F900XR on the dyno (same engine, remember) it put down 85 hp and 53.7 lb-ft. No surprise, then, to find the smaller-engined BMW down on power compared to the Z900. Wouldn’t you know it, JB’s also ridden BMW’s new naked middleweight, the F900R. Weights are about the same, with the Z tipping the scales at 467.5 lbs (claimed) and the BMW only 2.5 lbs less. This all looks good until you realize the BMW only carries 3.4 gallons of fuel compared to the Kawasaki’s 4.5 gallons. Knowing this, it bugs us that BMW chose to skimp on fuel capacity, but by the time you need to find a gas station you’re going to want a break from the bike for a minute or two anyway. Another interesting point: normally BMW outfits its press bikes with practically every option on the list, claiming these are the options people usually buy anyway. Not so with our F900. Apart from the Dynamic Pro ride mode and incredibly clear TFT display, there’s no quickshifter or electronic suspension here. Our bike was relatively spartan, with minimal suspension adjustments available. In this regard it was actually very similarly equipped with the Kawasaki, itself equipped with a TFT, ABS, ride modes, and traction control. Ride Impressions Ostensibly, this test is about putting the Kawi and BMW against each other, but since JB’s been harping on and on about how good the Kawasaki is, I had to see for myself if Burns was blowing smoke. The short answer is… well, no. Not really. Once you twist the wrist it’s hard to deny the Kawasaki’s 30-horse advantage. Whenever I was on the BMW I just knew JB had a wide, sh*t-eating grin under his helmet every time we hit a straight section and that he’d leave me for dust. Power comes on smoothly, even in the sportiest ride mode, and there really isn’t much fuss going on underneath you. It’s a prime example of how refined Kawasaki, and Japanese motorcycles, in general, have become. Here’s JB: The BMW definitely has the snob appeal, but the Kawasaki leaves it for dead on tight backroads, and it would’ve killed it even deader on faster ones like Angeles Crest. I did like the BMW’s lower, wider handlebar for sporty riding (an easy modification), and the BMW sounds better idling. John doesn’t look like he’s trying very hard here, but he’s leaving me behind on the BMW. While I can’t deny the power and the effective counterbalancing of the Kawi’s internals, this is exactly the reason why it didn’t strike a chord with me. The BMW sounds just so cool, with its 270-degree firing order. You hear that engine screaming a lot, too, since it begs all 85 horses that make it to the ground to try their best to stay with the Kawasaki. It’s a futile effort, but at least, it’s also fairly smooth. Not quite as smooth as the Kawasaki, but now we’re starting to split hairs. Burns says the BMW sounds like a Ducati, which it kinda does, much to the chagrin of both BMW and Ducati owners, probably. When the Z900 isn’t placed next to it, the F900R’s power deficit isn’t nearly as apparent. Nobody’s going to mistake it for a speed demon, but it scoots along nicely. Neither bike has a quickshifter, so shifting the old-fashioned way feels a little refreshing. Both sets of gears click into place without any fuss, but that doesn’t mean we weren’t happy to have the respective gear position indicators on each. Power aside, a big difference between the two is just how each bike places the rider. The Kawi feels a little cramped for my taste. The bar is narrow (a huge annoyance), and my right heel hits the exhaust shield when I put my toes on the pegs – another huge annoyance. John didn’t seem nearly as bothered by the whole thing though: Gee, I dunno. The BMW maybe has a tad more front contact patch feel, but they’re both great backroad bikes. For me the Kawasaki felt more balanced and quicker to react to inputs. Did I mention how with all that midrange torque, it loves to blast off corners? My criteria are rather simple. On the Kawi, I was giggling and having fun riding. On the BMW, I was sweaty and having to work to keep up with Troy on the Kawi. Different strokes I suppose. The BMW is much more agreeable to me, with its wider bars and unobtrusive pegs. The former is a real treat when hitting up the canyons, as you can really leverage the bike to your will and bend it into corners. You really have to put in much more effort with the Kawi thanks to the narrow bars. Otherwise, JB and I agree both chassis square up nicely in the corners. Both feel planted, secure, and composed mid-corner. Both work just fine for a spirited pace, but clearly the $9k price point is met because something had to give, and it’s the suspension. Neither come with much suspension adjustment; both offer rear preload and rebound adjustment, but at least the Z900 lets you play with rebound in the front, too. Then again, for $9000, what do you expect? Street manners If we’re being realistic here, both machines are going to spend more time tooling around on the streets versus playing in the canyons. And to be quite honest, both bikes will do the job just fine. The open cockpits of each don’t have much to obscure your view of traffic ahead, their narrowness makes lane sharing easy (if you’re allowed to do that kind of thing where you live), and the wind blast on each is mostly bearable, with forward cants in the riding position that help you cut through the wind instead of get blown back by it. Neither bike has cruise control, so longer freeway drones will get boring and tiring. But, hey, nine-thousand bucks… With that, we’ll have to split hairs to draw some kind of defining line between the two. First and foremost, the BMW’s smaller tank has the potential to leave you frustrated if you’re trying to eke out the most mileage possible. The F900 is internally very well balanced, but the nature of parallel-twins – especially those spinning at 270-degree firing intervals – means a few vibes will ultimately find their way to your hands. You feel it at freeway speeds and when the engine is spinning fast in the twisties, but it’s not unbearable or annoying. More pistons and more displacement will get ya more power. And, man, is it smooth on the Z900. You really feel the difference in vibes when you hop off the BMW and onto a Japanese inline-Four. The Z900 purrs along as smooth as buttah and just hums along. Clutch pull is light (lighter than the BMW), too. For me, I’d still take the F900R as my daily for similar reasons why I liked it for sporty riding. The cockpit feels more open and agreeable to me, the wider bar makes it easier to maneuver through traffic and congestion, and the exhaust routing doesn’t have my right foot cocked at a weird angle. Better still, I really dig staring at the BMW’s TFT display. It’s the same TFT used on a bunch of BMWs, and in my opinion, just might be the best screen in the game today. BMW has nailed the TFT display thing… As you’d expect, Johnny doesn’t quite agree with me. He admits the BMW is nice, but his preference leans green. He’ll tell you why: In the pics they’re both a bit cramped for tall guys, but they are sportbikes, so? I grazed a footpeg on the Z once or twice and that was it. Both bikes have taller seat options. My right foot had no issues with the Kawi, and if you’re commuting on your bike or doing any distances, then the green bike’s taller handlebar and flyscreen are better than the BMW’s vibes and nothing. Compromises. At least you’ll get to stop every 120 miles to fill it up. I hate ICE motorcycles that give me range anxiety. Well, there is one big difference… If you’re sensing a theme here, it’s that both machines are very evenly matched. In fact, both John and I agree both bikes are good options for the price, but their little features splits JB and I down the line on opposite sides. Yes, the Kawasaki’s power advantage is real and it’s substantial, but the BMW has a big advantage in the braking department. The combination of Brembo four-pot radial-calipers and 320mm discs shines bright in this test. Stopping power is clearly a notch better. Kawasaki is sticking with the petal-type rotors. In this case, 300mm discs. Calipers are mounted the same way they did it back in, oh, 2000. That’s strange. The combination is quite simple for BMW: 320mm discs and four-piston calipers mounted radially. The Kawasaki wears 300mm petal-type discs and axially mounted four-pot calipers. Compared to the Z900, the F900R scrubs off speed much faster, and with better feel, than the inferior Z. Ridden separately the Kawasaki stops well enough, but it’s not until you ride the BMW back-to-back that the F900’s superior stopping power becomes glaringly obvious. Advantage: clearly BMW. No Yamaha? If you’ve come this far in the test then you might be yelling at your screen, asking how we could have possibly forgotten about the Yamaha MT-09. It’s similarly priced, styled, and equipped – shouldn’t it be included? Well, yes. However, while the Kawasaki got a revamp for 2020 and the BMW is new for this year, the only real change Yamaha has given the FZ-09 recently is a new name: MT-09. Technically, you’re looking at a Yamaha FZ-09 from 2017. Now it’s called the MT-09 in the US to match its name in the rest of the world. We’re big fans of the three-cylinder in the Yamaha, but without anything really new to report on it we left it out to focus on the new and significantly revised. Still, if we were to imagine it was included here anyway, neither John nor I would place it as our winner. Winner So then, who is the winner? With JB siding one way and myself going the other, what’s the overall verdict? It depends on what you’re going for. The Kawasaki offers dependable, reliable Japanese engineering, with more power and, if we were to guess, probably lower operating and ownership costs. But I thought the cockpit was a little cramped, the narrow bar is annoying, and the Z’s smoothness took away from its character. If it were me, I’d park this one at my house. Though I’m not happy that I’d have to buy torx bits to do anything to it. Meanwhile, the F900 might be down on power, but it still makes plenty. The spacious cockpit was more comfortable to me (even if the seat itself is a little on the wooden side), and the combination of brakes and crystal-clear TFT screen exude a sense of quality you don’t see on the Kawi. Its small tank is a let down, though. Ultimately, I’ll say what I always say in times like these: if you’re shopping between these two, then the right choice is the one you think looks better and puts a bigger smile on your face. With that, I’ll let Johnny take us home: Well, I took myself home on the BMW after our glorious roost, and it’s a nice bike but I like the green one better for everything from freeway riding to Glendora Mountain schussing to looking at in my garage. Did you really just say the Z’s smoothness took away from its character? Oh my. We’ll have to agree to disagree. Anyway, for another $3k I’ve decided I want the new Ninja 1000SX with cruise control, 124 horsepower and IMU. But for $9 gees, the Z can’t be beat. Johnny, meanwhile, is steadfast in his Z900 fandom. Not needing to buy new tools probably helps. 2020 BMW F900R + Highs Cool 270-degree firing interval Powerful brakes Really cool TFT display – Sighs Down on power (compared to the Kawi) Seat is kinda stiff Only 3.4 gallons in the tank 2020 Kawasaki Z900 + Highs Smooth, powerful four-cylinder Neutral handling Sugomi styling (if that’s your thing) – Sighs Brakes are a little lacking Exhaust shield is annoying if you have big feet It’s a bit too smooth… Troy’s Gear Helmet: HJC RPHA 90 Tanisk $450-455 Jacket: Alpinestars Core Jacket $590 Airbag: Alpinestars Tech-Air 5 $700 Pants: Alpinestars Crank Riding Jeans $181 Gloves: Alpinestars SP-2 v2 Gloves $140 Shoes: Alpinestars Faster 3 Rideknit $160 John’s Gear Helmet: Shoei Neotec 2 $800 Jacket: Dainese discontinued leather jacket NA Pants: Trilobite 661 Jeans $175 Gloves: Dainese 4-Stroke Evo Motorcycle Gloves $220 Boots: Sidi Arcadia Tex Motorcycle Boots $179 Specifications BMW F900R Kawasaki Z900 MSRP $8,995 $8,999 – 9,299 Engine Type Water-cooled 4-stroke in-line two-cylinder engine, four valves per cylinder, two overhead camshafts, dry sump lubrication Liquid-cooled inline-Four cylinder, DOHC, four valves per cylinder Bore x Stroke 86 mm x 77 mm 73.4 x 56.0mm Capacity 895cc 948cc Horsepower 99 hp at 8500 rpm (claimed) 115.5 hp at 9700 rpm Torque 67 lb-ft. at 6500 rpm (claimed) 68.1 lb-ft at 8100 rpm Compression Ratio 13.1 : 1 73.4 x 56.0mm Engine Management Electronic fuel injection DFI with 36mm Keihin throttle bodies Transmission Constant mesh 6-speed gearbox integrated in crankcase 6-speed Clutch Multiple-disc wet clutch (anti hopping), mechanically operated Slip/assist clutch Final Drive Chain Chain Frame Bridge-type frame, steel shell construction Trellis, high tensile steel Front Suspension Inverted 43mm telescopic fork, 5.3 inches of travel 41mm inverted fork with spring preload and rebound damping adjustability; 4.7 in. travel Rear Suspension Cast aluminum dual swing arm, central spring strut, spring pre-load hydraulically adjustable, rebound damping adjustable, 5.5 inches of travel Horizontal back-link shock, stepless rebound damping, adjustable spring preload/5.5 in Front Brake Dual disc brake, floating brake discs, Ø 320 mm, 4-piston radial brake calipers, ABS Dual 300mm discs; four-piston calipers, ABS Rear Brake Single disc brake, Ø 265 mm, single-piston floating caliper, ABS 250mm disc; one-piston caliper, ABS Front Tire 120/70 ZR 17 120/70 ZR 17 Rear Tire 180/55 ZR 17 180/55 ZR 17 Wheelbase 59.7 inches 57.3 inches Rake/Trail 29.5°/4.5 inches 24.5°/4.1 inches Seat Height 32 inches (Standard Seat) 31.5 inches Curb Weight 465 pounds (claimed) 467.5 pounds (claimed) Fuel Capacity 3.4 gallons (Approx. 0.9 gal reserve) 4.5 gallons Become a Motorcycle.com insider. 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We’ll have to quit making little-bike jokes about the 390 Duke, because KTM just released details of its new 200 Duke naked. You know how much we all love the 390 (also the 390 Adventure), and we have no doubt the KTM 200 Duke will be just as much fun albeit at a less rapid pace. With a seat an inch lower than the 390’s, at just 31.6 inches, and a price tag even lower – $3,999 – this one pretty much blows ownership obstacles completely out of the water. It doesn’t appear there’s much skimping on the old family recipe, either: The 200 gets a WP 43mm Apex fork like the 390’s, and the same linkless suspension and swingarm at the rear (which is preload adjustable). Those look like the same Bybre brakes, too, including a 4-piston front caliper, and the littlest Duke gets standard ABS with a Supermoto mode so you can back it into corners. Please be careful. The sweet steel trellis frame (with bolt-on subframe) looks suspiciously like the 390 Duke’s also. It looks like the main difference is the single-cylinder engine that’s bolted into it. It’s still a double-overhead cam design, but displacing 199.5 cc via bore and stroke of 72 x 49mm. Compression ratio is 11.5:1. Four valves are actuated by two overhead camshafts and ultrahard, carbon-coated cam followers, for an ultra-reliable, long-lasting engine according to KTM. State-of-the-art fuel-injection electronics and close-ratio, 6-speed transmission are said to not only enable performance worthy of the Duke name, but also extremely low fuel consumption. An additional catalytic converter produces minimal emissions, even when riding at full throttle. Which you’ll be doing a lot on this one. A 3.5-gallon steel gas tank should get you pretty far down the road. Seventeen-inch wheels, a 3-in front and 4-in rear, pack 110/70 and 150/60 radial tires, which will absorb life’s bumps with 4.6 in and 5 in of travel, front and rear. The whole package weighs just 308.6 pounds, dry, says KTM. For the 390 Duke, they claim 328.5 – so 20 lbs lighter than the already flyweight big brother. Add this to the list of all the cool little inexpensive motorcycles “they don’t make anymore.” We’ll see if we can pry one out of KTM soon for a nice road test, but you might be able to beat us to the punch: KTM says the Duke 200 should be in dealers this month. The post The KTM Duke 200 Is Here appeared first on Motorcycle.com. Source

A couple of weeks ago, Harley-Davidson provided an update on its Rewire strategy, including a commitment to releasing the Pan America 1250 adventure tourer in 2021. Harley-Davidson did not, however, provide the same vote of confidence to the Harley-Davidson Bronx, leaving the fate of the streetfighter unclear. Well, we’re starting to see a better picture now, as Harley-Davidson has quietly scrubbed all mention of the Bronx from its website. The future vehicles page, which until recently included the Bronx alongside the Pan America and their fellow liquid-cooled Revolution Max-engined “High Power Custom”, plus Harley-Davidson’s ebicycles and lightweight electric concepts, is now short one streetfighter. The page that once hosted details about the Bronx is no longer available. According to the Internet Archive’s Wayback Machine, the Bronx page was available as recently as Aug. 2 but was taken offline some time that week. The Bronx has even disappeared from Harley-Davidson’s press site. We figured something was up during Harley-Davidson’s second quarter presentation when Chief Executive Officer Jochen Zeitz answered vaguely when directly asked about the Bronx. “I think that at this time, adventure-touring will be the focus going into next year,” Zeitz said in response. “Other product line related decisions, we will be revealing in real time, so it’s not something we can or want to talk about at this time.” We reached out to Harley-Davidson for comment about where the Bronx fits into the company’s plans and received this reply: “Harley-Davidson’s immediate new product focus in 2021 will be on the launch of Pan America, our first Adventure Touring motorcycle. In order to ensure an outstanding launch for Pan America, we will not be launching the Bronx streetfighter motorcycle next year.” We already expected the Bronx would be delayed, and this reply reinforces that. What it doesn’t do is confirm whether the streetfighter will be launched at all. If the Bronx was simply being delayed, there’d be no reason to remove all mentions of it from Harley-Davidson’s website. A simple edit from “coming in 2021” to “coming soon” would suffice. That suggests two possibilities: either the Bronx is being completely redone, or it’s being cancelled. We suspect the latter. Unless The Motor Company has a change of heart, the only place we’re likely to see the Bronx again is in the Harley-Davidson Museum alongside the Project Nova V-4. So, where does that leave us now? The Harley-Davidson Custom 1250 is still listed as “planned for 2021.” The Pan America is still in Harley’s plans, still listed on the company’s website as “coming for 2021”. The 1250cc “future Custom model” remains “planned for 2021”, but the feet-forward cruiser is no replacement for those wanting the Bronx’s sportier riding position. The potential saving grace is knowing the Revolution Max platform is modular and Harley-Davidson has been working on cafe racer and flat tracker variants. That’s assuming, of course, that the Custom and its variants are still in Harley-Davidson’s plans. The flat tracker prototype using the Revolution Max platform. We may find out later this year, when Harley-Davidson announces its new Hardwire plan. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Goodbye Harley-Davidson Bronx Streetfighter? appeared first on Motorcycle.com. Source

The thick cunt needs to be BANNED!

“This might be the best quality chrome on a production bike I’ve seen to date,” quipped Pete on the 2010 Indian Chief Vintage’s high-luster shiny stuff. Indeed, the future “looks bright,” as Indian focuses on top quality, sticks to its guns, and lets the top-of-the-range Chief Vintage lead the way toward continued pride in the company’s slogan: “America’s First Motorcycle.” Verily, it is always sunniest before the axe falls: One year later, Stellican folded its North Carolina wigwam and sold Indian to Polaris. Indian Rides Again! By Jeff Cobb Mar. 23, 2010 Photos by Pete Brissette As the flagship for the recently revived Indian Motorcycle Company, the 2010 Chief Vintage presents a synthesis of 1940s-era styling in modern running form.It and all the lavishly-executed moto creations from an American brand that was born in 1901, two years before Harley-Davidson, have been known to command a variety of visceral reactions. From an aesthetic perspective – even though the new Indian Motorcycle Company only bought the name in 2004, and produced its first bikes in 2009 – it could be argued that this bike already deserves a page on a wall calendar of beautiful motorcycles. From a nostalgic view, all the new Indians have been said to evoke memories for old-time riders and those who had fathers or uncles or grandfathers who rode an original one decades ago. The Chief Vintage has some of the most popular design cues from the middle of the 20th century, while updating its operability for the standards of the 21st. And from a critical perspective, some are wondering whether the upscale motorcyles made in the name of a once-great marque can be revived in this economy, and in spite of failures by others who have tried to restore Indian before. Like every one of the seven variations of the Chief, the Vintage is hand assembled by a pair of master bike builders – “craftsmen” – at Indian’s factory in Kings Mountain, N.C., which was established in the fall of 2006 by its owners, London-based Stellican Private Equity Group. Among its approximately 45 employees, the company has three of these two-man teams to assemble the engine and the rest of the bike. In all, they can produce two motorcycles per day, and Indian expects to turn out a total of 500 Chiefs (of all sorts) this year. Our Chief Vintage came with optional distressed leather saddle, bags and backrest. All of these bikes are based on the same chassis, 105 cubic inch engine, and six-speed transmission. They are built to order, and able to be outfitted in a variety of paint schemes, fender styles, wheel options, leather saddle and bag designs, and more. Our Chief Vintage – a factory demo on show at this year’s Daytona Bike Week – wore perfectly applied Plains Sky Blue and Winter White paint, one of nine color choices. While all versions come with leather saddles, this one had a $499 optional fringed “distressed leather” saddle and bags and backrest. Its acre’s worth of chrome was so flawless, we wondered whether Indian had found alchemists who’d replaced mere chromium with magically-applied liquid mercury instead. “This might be the best quality chrome on a production bike I’ve seen to date,” quipped Pete on the Chief’s high-luster shiny stuff. Likewise, the leatherwork looked and felt like it had been produced by a high-end boutique. The seat is actually supplied by Milsco, the same Milwaukee-based saddle-maker that had outfitted early-1940s and later Indians for some time before the original company ceased production in 1953 Originally known as the “Hendee Manufacturing Company,” and later called the “Indian ‘Motocycle’ Company,” the coveted brand and lineage of these motorcycles dating back to 1901 is proudly displayed. In short, the more we examined, the more it became apparent that fastidious attention to detail is being applied to every aspect of this and all the Chief sub-models. And while everything is new to these machines, the company consistently asserts itself as a bona fide producer of authentic American motorcycles and boasts of its heritage. In keeping with its purchased pedigree, Indian’s one engine is named after an early-20th century trademark design, the PowerPlus. In present form, it reportedly delivers about 72 hp at 5,000 rpm and 100 ft-lb of torque at 3,200 rpm at the crank. It is actually based on a Harley-Davidson 45-degree pushrod V-Twin that in turn had been modified by the previous owners of the Indian name that operated from 1999 to 2003 in Gilroy, Calif. According to Chris Bernauer, GM at the North Carolina factory, the new company’s engineers left nothing untouched in an effort to radically improve quality in a design that had been plagued with reliability issues. “Pretty much everything in the engine had to be rebuilt,” he says, “The entire engine from tip to tail has been completely redesigned.” Many of the company’s 20 or so engineers had been experienced hands at Harley-Davidson or Victory, Bernauer says, and they threw the parts book at the project along with untold man hours of R&D time to get it right this time around. Included in the engine’s makeover was an overbore of the formerly 100 cubic-inch powerplant to 3.966 inches in diameter, and it cycles through a 4.25-inch stroke. The two-valve-per-cylinder mill now uses forged pistons running in Nikasil-lined bores instead of cast-iron sleeves. They are mated to a plain-bearing crankshaft via knife-and-fork style connecting rods. Bernauer also pointed out that they went with a new heat-treated flywheel, oiling system, redesigned cylinder head, new valves, seals, keepers and more. The engine utilizes no counterbalancers, is rigidly mounted, and is fed by a Magneti Marelli EFI system via a single 52mm throttle-body, which is mounted Indian-style on the left instead of on the right as H-D would do it. “Bottle cap” rocker covers and lots of shine distinguish this American V-Twin, which Indian’s engineers assert is as beautiful on the inside as it is on the outside. Its “Coke bottle cap” style rocker covers were retained, and Bernauer said overall, the engine was left visually similar to the Gilroy design, although there are very few interchangeable parts. “We love the styling of it,” Bernauer says, adding that while some air-cooled V-Twin experts were recruited from other companies, several asked to be part of the ground-up revival of this historical brand. He said a lot of pride and passion has therefore gone into creating a labor of love while attempting to cut no corners. According to Indian’s President, Steve Heese, this design philosophy is in keeping with Stellican’s formula for success familiar to himself and the equity group’s CEO and driving force, Steve Julius. Together, they have revived other distressed iconic brands, and with Indian, they do not aim to compete head to head with H-D or Victory, but instead Heese says, “We’ve carved out a niche above their heads,” and they aim to let Indian’s products speak for themselves. Every painted part for every made-to-order Indian is finished in Arizona because Indian’s people say their painter there is the best they could find. Visually simple instruments offer a fair amount of data via an LCD readout. Those chromed pieces to the left and right are not small speakers, but are an upscale treatment to the turn signals that while pretty, probably could stand to be a little brighter during operation. Heese notes the move up-market, against otherwise formidable competition, was the only viable way to go for the small company. So to give the impressive engine an equally impressive bike to push, the $35,499 (base price) Chief Vintage is rounded out by such features as a Fox rear gas shock and Paioli inverted 41mm fork set at a relaxed 34-degree rake. It has a sturdy steel backbone frame to tie it all together, and state-of-the-art electronics to keep things running reliably. Twin Brembo four-piston front brake calipers are mated to a rear Brembo single piston caliper. These put the squeeze on front and rear 11.5 inch (292mm) floating rotors that are specially chromed in the U.S. for Indian. Instead of hollow rivets holding the discs to their carriers, shiny eye-pleasing buttons are used. Although these bikes are made in North Carolina, all paintwork is done in Arizona because Indian feels its painter there is the best available, according to Marc Pomerantz, manager of sales and marketing. The majestically appointed motorcycle’s instrumentation is uncluttered; a round analog speedo is accompanied by separate right and left turn-signal lights on the tank-mounted cluster and are hidden – actually somewhat obscured – behind stylish chromed beauty grilles. There is also a neutral indicator, low-fuel light, high beam and oil pressure lights. New for 2010, a turn-signal cancellation warning indicator has been added, as has more data from the LCD readout which can be toggled from the handlebar to display trip data, engine speed, time, and more. The easily removable windscreen and saddlebags were designed to leave no trace of unsightly mounting hardware, so if you want to parade your beauty queen dressed with or without her extras, she is just as pretty either way. Removing the bags or windscreen leaves no unaesthetic details like mounting brackets or other hardware that would detract from the artfulness of this bike. How it all comes together Okay. By now you get the point that this is intended to be a very special motorcycle. But assuming the quality is as good as they say, the bottom line is whether it rides and functions just as well. The short answer is, yes, it does – in most respects. The bike fires up easily and settles into a pleasant sounding idle through its stainless steel exhaust system. The heel-toe shifter positively engages first gear, and on the gas, the engine sounds muted but potent. Up shifts (or down shifts) from the Baker transmission are crisp through the range. Power is adequate for spirited getaways, and on the highway, the engine lopes along in fifth or sixth with enough motivation, and accelerates well enough, but does lack the grunt of some larger H-D models and left us wishing for a little bit more. While navigating a bike that costs about as much as an entry-level Infinity around the packed streets of Daytona, or out on I-95, the rarefied air I felt I was breathing was confirmed by the admiring comments and questions other riders had regarding the bike everywhere we went. The Chief’s riding position is comfortable and makes the bike easy enough to handle. The saddle is firm and supportive enough for a long day’s ride. It is obviously a heavy motorcycle, but its approximately 750 pounds are manageable. Behind the tall windscreen, the sense of being in the bike instead of on it never left me. When exiting the interstate at 75 mph, although it was not intimidating, I didn’t want to push too hard, and imagining what it would be like to throw this massive showpiece away at this speed made for a steady hand that preferred to err on the side of caution. Around town, its whitewall Metzelers gave enough grip to where I probably could have began scuffing the chrome off the bottom of the footboards, but I did not have the heart to. By the way, our bike’s footboards were not leather fringed, but this high-performance option is available from dealers. Braking was excellent, and the sound from the drilled Brembos reminded me of a sportbike’s brakes as the machine quietly buzzed to a smooth stop from any speed. Considering some early Indians came with rear brakes only, and no front brakes, here is one place where we were happy for technological progress as applied to a classic design. “Such good braking performance is remarkable and refreshing in the big cruiser segment, especially so on a classy retro job like the Chief,” said Pete. Footpegs are not an option, and Indian has since tried to remedy a floorboard vibration complaint by some customers. The company says existing owners are not excessively bothered by other vibrations, and that vibrations as they are is part of the Big Twin experience it has carefully orchestrated. Unfortunately, we can not compliment some of the other buzzes this bike’s engine induced. It visibly shook the tank, and audible resonation came possibly from the windshield – or maybe it was just the tank? In top gear at cruising speed with earplugs in, it was still audible. Specifically, the buzz began at around 2,600 rpm, and discouraged us from wanting to rev it anywhere near its 5,250 rpm redline. After riding the Vintage on the highway, Pete said he felt like his feet might vibrate off the floorboards, but I did not feel this affect as strongly. Further, Bernauer mentioned the company has done work to isolate the floorboards, and the model we rode was made prior to this update, so we don’t know if newer Indians will have this issue. While the inherent vibration of a large V-Twin does not mean the bike lacks quality, it could be a potentially touchy issue to some, including other motojournalists who have also commented on the Indian’s vibrations. In response, Bernauer said Indian’s engineers have done as much to reduce the natural vibrations as possible in their close-tolerance build. But he also admitted they are considering a counterbalancer or rubber mounting in the future, although he gave no specifics as to which or when. It should be noted that Harley-Davidson now either counterbalances its big Twins or rubber mounts them, but it has not always and that never prevented their popularity. Pomerantz pointed out that until 2004, H-D sold around 75,000 Sportsters per year with rigid mounts and no counterbalancers. Furthermore, Bernauer and Heese both said the new Indians are being raved over by existing customers, and they are “not losing sleep” over things as they stand. “The vibration is in the eye of the holder,” Bernauer says, adding the company’s waiting list for new bike delivery is about two-months. Coming or going, this opulent bike draws the eye to itself. The more you look, the more artful detail you will see. And it is undisputed that Stellican does have a track record of flying in the face of critics and proving them wrong. Furthermore, by every other measure we were able to research – and according to the company’s own representatives – it seems Stellican is on its way to doing it again in spite of the recession. According to Bernauer, the future “looks bright,” as Indian focuses on top quality, sticks to its guns, and lets the top-of-the-range Chief Vintage lead the way toward continued pride in the company’s slogan: “America’s First Motorcycle.” We found much to admire during our time on Indian’s flagship, most notably its impeccable build quality that compares favorably with Harley’s vaunted CVO series of high-end cruisers. And its expressive, big-fendered styling never failed to draw attention, even among jaded Bike Week riders. However, it’s difficult for us to rationalize the significant vibration emitted by the non-counterbalanced PowerPlus V-Twin. The vibes won’t be an issue for someone who buys the Chief for short casual rides, or profiling down at the coffee shop, but some riders who are serious about covering a lot of miles at a gulp may wish for something smoother. The post Church of MO: 2010 Indian Chief Vintage Review appeared first on Motorcycle.com. Source

Fuck off you cheeky cunt!