Peon Maface

It’s all fun and games riding around in your Chuck Taylors or work boots, until Old Granddad turns left across your bow or you come up short on a double. Sometimes, even the most talented among us wind up layin’ `er down – and if you lay her, or him, down on top of your ankle, well, then you might suddenly and painfully appreciate what a wondrous and complex organism the human body is; things like ankles and wrists and knees, once mangled, take a lot to put back together again. Good boots aren’t always going to save your underpinnings, but motorcyclists who’ve been around the block a few times like our chances much, much better with some serious soles and ankle protection – and a little (or a lot) of protection over the easily-injured tibia is never a bad idea either. Bear in mind that, like when buying a helmet, fit is critical to comfort. If you have wide feet, you probably already know it. Shop accordingly. If the boots you love don’t love you back, a happy marriage just isn’t in the cards. If you can’t try them on first, be sure to check the fine print in the return policy. Let us scratch the surface, shall we? In no particular order at all, here are a bunch of our, and our experts consultants’, favorite motorcycle boots… Table of Contents Dainese Axial D1 Air – $530. FORMA – Terra Evo Low WP – $219 Daytona Road Star GTX Gore-Tex – $399 Alpinestars Tech 10 Supervented – $650 Chippewa Rally 12" – $270 Sidi Arcadia – $150 Alpinestars Stella Valencia WP – $180 Fluevog 7th Heaven Pyro – $250 Dainese Axial D1 Air – $530. A couple of our most highly experienced gear professionals agree, these are probably the safest things you can put on your feet for riding an asphalt-going motorcycle. As of course they should be for $530. Certified CE Category II, these use tough D-Stone fabric, cowhide and microfiber, and are designed to be worn inside your leathers or pants legs. The D-Axial system uses carbon and aramid fiber metal inserts to ensure your ankle can only twist the way nature intended. Some feet complain that many Dainese boots run too narrow, including these – so be sure you try them on or get a good return policy before you click Buy. Bottom Line/When you care enough to rend the very best Shop Now FORMA – Terra Evo Low WP – $219 Updated and now CE-rated for 2019, these offer good protection for ADV riders, and since they’re Low, they’re suitable for street use too. Full-grain oiled leather uppers, Enduro/Adventure compound rubber soles. Injection molded plastic ankle and heel protection, TPU shin and ankle armor, replaceable aluminum buckles and Velcro for a secure fit. Bottom Line/Great all-purpose boots without breaking the bank Shop Now Daytona Road Star GTX Gore-Tex – $399 Highly recommended by Gabe Ets-Hokin himself, and several other longtime riders, these are hand-gemacht in Germany and address your weird fit problems by coming in five widths and ten Euro sizes (36 to 46). They offer calf adjustment, dual zippers, good ankle protection, shin protection, reinforced innersoles with steel inlay on a non-slip rubber sole. Black or nothing. Some say these are the most popular, most all-around delicious motorcycle boots in the history of the world. Bottom Line/Old school Deutsche cool and watertight too Shop Now Alpinestars Tech 10 Supervented – $650 When you’re intent on airmailing yourself over the triples and/or barging through the boulders on a treacherous single-track, our in-house dirt gear groupie Ryan A. says the A’Stars 10 is the way to go if it’s maximum bipedal protection you’re after, along with light weight and comfort. And if you’ve got $600. For $50 more, “the Supervented T-10 has been designed for maximum airflow through the boot’s front and effective heat exchange. The new mesh inner bootie boasts a 3D Higher Spring insole which uses air channels within the sole for optimal levels of ventilation, while also creating a cushioning effect for enhanced levels of comfort.” Sounds lovely. See also Sidi Crossfire 3, says Ryan. Bottom Line/Ne plus ultra off-road footwear Shop Now Chippewa Rally 12" – $270 Hand-crafted in the USA “by people who care,” these 100% leather classics also sport a leather lining and Goodyear welt construction. There’s a triple-ribbed steel shank in there on top of a Vibram Chippewa Nitrile outsole. Bottom Line/Classic cruiserwear Shop Now Sidi Arcadia – $150 Sidi is another Italian manufacturer who can’t seem to make a bad boot. My Sidi Canyons are still fine and comfy after 20 years use, and I’ve been wearing these bargain Arcadias on all sorts of street rides since I got them a year or two ago. Mostly because the zippers on the inside make them so easy to get in and out of, and they’re just as comfortable off the bike as on it. Double-stitched leather, suede and cordura panels cover padded interiors lined with a breathable air mesh polyester. There’s a rain-proof version too. Bottom Line/Fantastic all-round boots for $150 Shop Now Alpinestars Stella Valencia WP – $180 One for the ladies. The low-cut design and front and rear accordion flex zones provide excellent range of motion, with an instep buckle closure and wide aperture entry that make for easy in and egress. They’re CE Cat 2-certified, with anatomical foam backed dual-density TPU ankle disk protection on both sides. WP means waterproof, and the final selling point would be the 1.25-inch heels that make the ground that much easier to reach. Bottom Line/Be stylish, safe, dry and tall Shop Now Fluevog 7th Heaven Pyro – $250 Well, they don’t have to be motorcycle-specific to be good boots. Any heavy, well-constructed boot is way better than your Sperry Topsiders. And for more casual cruiser-style riding, it’s just as important to look good as it is to be safe. Made in Portugal, these Fluevogs include a rubber midsole, bonded leather welt, air pockets for extra lightness, and flex grooves for added comfort. Those recycled rubber soles are reheelable and resolable, and are said to resist alkali, water, acid, fatigue and Satan. Available in men’s and ladies’ sizes in several outstanding flaming color comboes. Bottom Line/Ask your doctor if your psyche is healthy enough to wear flames Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Motorcycle Boots! appeared first on Motorcycle.com. Source

It’s all fun and games riding around in your Chuck Taylors or work boots, until Old Granddad turns left across your bow or you come up short on a double. Sometimes, even the most talented among us wind up layin’ `er down – and if you lay her, or him, down on top of your ankle, well, then you might suddenly and painfully appreciate what a wondrous and complex organism the human body is; things like ankles and wrists and knees, once mangled, take a lot to put back together again. Good boots aren’t always going to save your underpinnings, but motorcyclists who’ve been around the block a few times like our chances much, much better with some serious soles and ankle protection – and a little (or a lot) of protection over the easily-injured tibia is never a bad idea either. Bear in mind that, like when buying a helmet, fit is critical to comfort. If you have wide feet, you probably already know it. Shop accordingly. If the boots you love don’t love you back, a happy marriage just isn’t in the cards. If you can’t try them on first, be sure to check the fine print in the return policy. Let us scratch the surface, shall we? In no particular order at all, here are a bunch of our, and the experts’ favorite best motorcycle boots… Table of Contents Dainese Axial D1 Air – $530. FORMA – Terra Evo Low WP – $219 Daytona Road Star GTX Gore-Tex – $399 Alpinestars Tech 10 Supervented – $650 Chippewa Rally 12" – $270 Sidi Arcadia – $150 Alpinestars Stella Valencia WP – $180 Fluevog 7th Heaven Pyro – $250 Dainese Axial D1 Air – $530. A couple of our most highly experienced gear professionals agree, these are probably the safest things you can put on your feet for riding an asphalt-going motorcycle. As of course they should be for $530. Certified CE Category II, these use tough D-Stone fabric, cowhide and microfiber, and are designed to be worn inside your leathers or pants legs. The D-Axial system uses carbon and aramid fiber metal inserts to ensure your ankle can only twist the way nature intended. Some feet complain that many Dainese boots run too narrow, including these – so be sure you try them on or get a good return policy before you click Buy. Bottom Line/When you care enough to rend the very best Shop Now FORMA – Terra Evo Low WP – $219 Updated and now CE-rated for 2019, these offer good protection for ADV riders, and since they’re Low, they’re suitable for street use too. Full-grain oiled leather uppers, Enduro/Adventure compound rubber soles. Injection molded plastic ankle and heel protection, TPU shin and ankle armor, replaceable aluminum buckles and Velcro for a secure fit. Bottom Line/Great all-purpose boots without breaking the bank Shop Now Daytona Road Star GTX Gore-Tex – $399 Highly recommended by Gabe Ets-Hokin himself, and several other longtime riders, these are hand-gemacht in Germany and address your weird fit problems by coming in five widths and ten Euro sizes (36 to 46). They offer calf adjustment, dual zippers, good ankle protection, shin protection, reinforced innersoles with steel inlay on a non-slip rubber sole. Black or nothing. Some say these are the most popular, most all-around delicious motorcycle boots in the history of the world. Bottom Line/Old school Deutsche cool and watertight too Shop Now Alpinestars Tech 10 Supervented – $650 When you’re intent on airmailing yourself over the triples and/or barging through the boulders on a treacherous single-track, our in-house dirt gear groupie Ryan A. says the A’Stars 10 is the way to go if it’s maximum bipedal protection you’re after, along with light weight and comfort. And if you’ve got $600. For $50 more, “the Supervented T-10 has been designed for maximum airflow through the boot’s front and effective heat exchange. The new mesh inner bootie boasts a 3D Higher Spring insole which uses air channels within the sole for optimal levels of ventilation, while also creating a cushioning effect for enhanced levels of comfort.” Sounds lovely. See also Sidi Crossfire 3, says Ryan. Bottom Line/Ne plus ultra off-road footwear Shop Now Chippewa Rally 12" – $270 Hand-crafted in the USA “by people who care,” these 100% leather classics also sport a leather lining and Goodyear welt construction. There’s a triple-ribbed steel shank in there on top of a Vibram Chippewa Nitrile outsole. Bottom Line/Classic cruiserwear Shop Now Sidi Arcadia – $150 Sidi is another Italian manufacturer who can’t seem to make a bad boot. My Sidi Canyons are still fine and comfy after 20 years use, and I’ve been wearing these bargain Arcadias on all sorts of street rides since I got them a year or two ago. Mostly because the zippers on the inside make them so easy to get in and out of, and they’re just as comfortable off the bike as on it. Double-stitched leather, suede and cordura panels cover padded interiors lined with a breathable air mesh polyester. There’s a rain-proof version too. Bottom Line/Fantastic all-round boots for $150 Shop Now Alpinestars Stella Valencia WP – $180 One for the ladies. The low-cut design and front and rear accordion flex zones provide excellent range of motion, with an instep buckle closure and wide aperture entry that make for easy in and egress. They’re CE Cat 2-certified, with anatomical foam backed dual-density TPU ankle disk protection on both sides. WP means waterproof, and the final selling point would be the 1.25-inch heels that make the ground that much easier to reach. Bottom Line/Be stylish, safe, dry and tall Shop Now Fluevog 7th Heaven Pyro – $250 Well, they don’t have to be motorcycle-specific to be good boots. Any heavy, well-constructed boot is way better than your Sperry Topsiders. And for more casual cruiser-style riding, it’s just as important to look good as it is to be safe. Made in Portugal, these Fluevogs include a rubber midsole, bonded leather welt, air pockets for extra lightness, and flex grooves for added comfort. Those recycled rubber soles are reheelable and resolable, and are said to resist alkali, water, acid, fatigue and Satan. Available in men’s and ladies’ sizes in several outstanding flaming color comboes. Bottom Line/Ask your doctor if your psyche is healthy enough to wear flames Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Motorcycle Boots! appeared first on Motorcycle.com. Source

2020 Vespa GTS 300 Sei GiorniEditor Score: 90.25%Engine 19.5/20Suspension/Handling 12.5/15 Transmission/Clutch 9.75/10Brakes 8.75/10 Instruments/Controls3.5/5 Ergonomics/Comfort 9.25/10 Appearance/Quality 9.5/10Desirability 9.0/10Value 8.5/10Overall Score90.25/100 As V-Twin is to Harley-Davidson, Ducati is to sportbikes, and tissue paper is to Kleenex, the word scooter is synonymous with Vespa. The signature Vespa shape is what the masses have come to know as a scooter. With a rich history dating back to 1946, Vespa almost immediately won over the hearts and mind of people all over the world. The evolution of that first Vespa 98 to what I’ve been riding around for the past couple of weeks is what I enjoy about old motorcycles. It’s interesting to see where we’re going, but it’s really cool to see where we’ve been. The Sei Giorni trim mixes a little bit of both in this model. HPE That’s all you get to see on a Vespa. Just a hint of the inner workings of how this scooter is powered. The hot ticket with the latest GTS 300 is its new High Performance Engine (HPE). While displacement remains the same 278cc as the 2018 GTS 300, a lot has changed with the Single internally. The engine’s head was completely redesigned for better cooling and efficiency. Its four valves are now slightly larger and the combustion chamber itself has been reshaped for better performance and even has new spark plugs firing things off. The camshaft has been reworked to optimise timing. Feeding the engine are higher-pressure injectors and a larger intake system. All that said, Vespa claims a horsepower increase of 12% – 23.8 horsepower at 8,250 rpm. It’s the torque, though, that you feel launching away from traffic signals that’s so addicting. We’re told the HPE sees an 18% increase in lb-ft with the GTS 300 now putting down 19.2 at 5,250 rpm. The engine is controlled by the latest Magneti Marelli ECU, which helps make the machine Euro 5 compliant. This is all you’ll see of the Vespa’s 278cc power plant as it’s neatly tucked inside the steel unibody chassis. The transmission has also been overhauled says Vespa: “The CVT boasts a new belt, new geometry and new materials, all enveloped by a new cover coated with sound-absorbent material, to reduce mechanical noise, also aided by a new, more rigid clutch drum.” The retro dash is simple and doesn’t provide much more information than is required. The new motor really allows the GTS 300 to accelerate away from traffic with ease. I was able to ride the GTS 300 Sport in Milan in early 2019 and the ability to pull away from traffic lights quickly rather than getting engulfed by the hordes of commuting scooter riders was a comforting feeling. The radiator and fan are tucked neatly into the GTS 300’s shield. All too often, I find myself riding scooters (any scooter, my own, or press loaners) at WOT. On my personal 150, it’s not a big deal. By the time I get to the next stop light, I’m just barely past the speed limit. Not so much the case on the GTS 300. I’ve found myself more than a few times holdin’ ‘er wide to find myself going… faster than I will admit here. Despite its short wheelbase and (relatively) small wheels, the GTS 300 feels planted while cornering on smooth surfaces. On the freeway, because yes, you can take this bad boy on the freeway, the GTS 300 pretty quickly gets up to cruising speed out here in California. It could have just a mile per hour or two more, though, before the speed sensor starts flirting with the governor. I’m told the speed governor is a new feature on the HPE, which is itself a bummer. Vespa made this new High Performance Engine, let her sing! Around an indicated 80 mph, the scooter begins to have a dragging sensation, but then it goes away with a little surge of power for what might be 10 to 30 seconds before you feel it again. I managed a top indicated speed of 85 in a tuck on the 405 as Teslas and nearly everyone else still blazed by me, emboldened by the pandemic-induced lack of traffic. Handling Scything through heavy traffic is a lot of fun on a scooter, particularly one with good brakes, handling, and acceleration. The 12-inch shod GTS 300, with its 54-inch wheelbase, makes for a nimble and quick steering dance partner. Say you come up to a light where the lane you chose to share has a tight spot, you can easily sneak over to the next lane and tip-toe your way to the front of traffic. When designing the first Vespa, in order to eliminate what aeronautic designer Corradino D’Ascanio saw as the tire changing problems that motorcycles had, he used a supporting arm, similar to those on aircraft rather than a fork, and, using his aeronautical knowledge, made the body absorb stress in the same way an aircraft would. All of which is still used to this day, albeit revised. It’s not just tight traffic where this latest Vespa excels, though; it handles quite well at speed as long as the pavement is smooth. Let me explain. The steel sheet unibody structure of current Vespas really aids in torsional rigidity for the scooter. If the pavement is smooth and you’re dragging that center stand around each corner, the GTS feels solid as a rock. However, should you find yourself hitting a large rock, dip, or other bump in the road while leaned over, the single-arm front suspension, dual-shock rear and tiny wheels just don’t do quite as good of a job at helping to keep things stable. Fully upright, the suspension is stiff, but not overly so. The 2020 Vespa GTS 300 also now has ABS both front and rear as well as traction control, which can be disabled for a bit of scooter hooliganism. The 220mm rotors get those wheels stopped quickly and confidently with a dual-piston caliper fore and a single-pot out back. A poster from the 1953 film, Roman Holiday featuring Audrey Hepburn, Gregory Peck, and Eddie Albert perched atop a Vespa 98. Even before Vespa hit the silver screen in 1953 with Hollywood’s Roman Holiday the brand already solidified itself as being nearly as much of an icon in the fashion industry as it was in the scooter biz. The GTS manages to keep true to its original shape and styling while imbuing itself with touches of modernity by way of LED lighting, cleverly hidden radiators behind honeycomb inserts and something like eight different trims allowing you to choose the scoot that speaks to you. Keeping on trend, Vespa has its on-going partnership with RED as well as collaborations with footwear designer/artist Sean Wotherspoon for a custom Primavera and an exclusive 946 designed in conjunction with the French fashion house Dior. Could really use some more underseat storage. Also, don’t you even think of trying to fit a pet in there! The scooter’s biggest downfall is probably its lack of underseat storage. I haven’t been able to fit any full-face helmets in there and was just barely able to latch the seat with a medium three-quarter helmet in stow. Plenty of groceries or other short items will fit though. One thing I did find quite useful though, was the dash storage (once EvB reminded me how to open it, hint: push the key forward in the ignition) complete with a USB charger and access to the GTS’s fuses and diagnostic ports. Sei Giorni  Speaking of the trims available, the Vespa GTS 300 Sei Giorni I’ve been blasting around on is styled after the Squadra Corse scooters that entered the 26th Sei Giorni Internazionale enduro race in Varese, Italy in 1951. That is, of course, the race widely known as the ISDE in many off-road circles these days. Despite being regarded as one of the toughest global enduro races in the world, the ten Vespa Squadra Corse riders managed to bring home nine gold medals. This latest Sei Giorni pays tribute in styling alone with absolutely zero off-road ambitions to speak of. Man, that 69-year-old scooter looked bitchin’. What you do get with this tribute trim is, a colorway similar to the original, a couple of number six graphics, a solo sport seat (which my wife did not like when I forced her to ride on the back. Hey, it has passenger footpegs), a fender-mounted headlamp, a small windshield, and a partially exposed handlebar. Oh, let’s not forget the numbered limited edition placard. I’m told it’s the sportiest of GTS models, but in practice, it also turns out that six is also the loneliest number. The practicality of scooters can not be overstated. It’s a fact that is proven the world over from the tight bustling streets of Milan, to the dusty dirt roads of southeast Asia. When will Americans see these two-wheelers as workhorses and, thanks to Vespa, fashionable AF? I’m the guy who championed the GTS 300 HPE to the staff for our scooter of the year in 2019, and I stand behind that nomination and subsequent win. 2020 Vespa GTS 300 Sei Giorni + Highs The torquier the better The Sei Giorni brings with it some interesting heritage It looks pretty good, too – Sighs The single-seat may make for some lonely rides Underseat storage capacity is underwhelming C’mon guhv’na In Gear Helmet: AGV X3000 $450 Jacket: Dainese Toga72 $700 Jeans: Pando Moto $335 Gloves: Vespa Modernist $82 2020 Vespa GTS 300 Specifications MSRP $7,749 Engine Type Piaggio hpe single-cylinder 4-stroke Displacement 278 cc Bore x Stroke 75 mm x 63 mm Max Power 23.8 hp at 8250 rpm (claimed) Max Torque 19.2 lb-ft at 5250 rpm (claimed) Fuel system Electronic injection Ignition Electronic, with variable advance Cooling Liquid Lubrication Wet sump Transmission CVT with torque server Clutch Automatic centrifugal dry clutch Chassis Sheet metal body with welded reinforcements Front suspension Single arm fork with coil spring and hydraulic control Rear suspension Double hydraulic shock absorber with four-position spring pre-load adjustment Front brake Hydraulically operated 220 mm stainless steel disc Rear brake Hydraulically operated 220 mm stainless steel disc ABS Two-channel ABS system Front Tire Tubeless 120/70 – 12” Rear Tire Tubeless 130/70 – 12″ Length 76.8 inches Width 29.7 inches Wheelbase 54.3 inches Saddle Height 31.1 inches Fuel Capacity 2.25 gallons Weight 365 lbs. (measured) Fuel Mileage 48.7 mpg (average measured) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2020 Vespa GTS 300 Review appeared first on Motorcycle.com. Source

There’s really not that much to wrap, frankly. It’s been mostly drama-free. The Suzuki Burgman 400 entered my fleet in mid-March with just 70 miles on the clock, and now sits at 731. That’s not many miles, but you have to understand that Burgman trips mostly happen 4 or 5 miles at a time, the nature of the suburban scooter’s life. Unlike many scooters, though, the Burgman’s size and firepower mean you can take it on extended journeys when you feel like it, which we did at least once, and would’ve done more if the garage didn’t also contain a revolving fleet of bigger bikes that also needed “testing.” With a top speed over 90 mph and an excellent seat for rider and passenger, you really can go places on the Burgman. The linkage-type rear suspension is preload-adjustable, and helps the Burgie ride more like a motorcycle than a scooter. SoCal Distancing #1: Suzuki Burgman 400 To St. Francis Dam One of our favorite Burgie destinations is the beach, like 10 miles away from HQ. During the summer, parking can be tough down there, but there’s always room for another Burgie. Bathing suits under riding gear works, and you can lock up your clothes and valuables in the 42-liter (it’s big) storage compartment after you remove your cooler, Finding Dory boogie board and big straw hat. If you have a cable, you can lock two helmets to the underseat hook. Preferably not expensive ones; you know how people with cheap bolt cutters are. Chrissy Rogers, 5’0,” has no problem bossing the Burgman around. Suzuki claims she’s 474 pounds, but it’s nearly all below the waterline. Seat height is 29.7 inches. Lights are bright LEDs head and tail. What went Wrong? The only problem I can report is my own fault: Like lots of bikes, the Burgie has a Park setting one click past Lock, that’s too easy to leave the ignition in when you pull out the key. That’s what I did, and found a dead Burgie next time I came out. My ancient charger died a year or so ago, so I took the battery to AutoZone around the corner for a “complementary charge.” I probably shouldn’t have been surprised to learn, a few hours later, that the nearly new Yuasa would not take a charge! Conveniently, they did have a no-name replacement in stock… Not wanting a fight or to waste any more time, I coughed up the $60. And the `Zone insisted on keeping the Yuasa too, so we’ll never know. But I’m pretty sure I got ripped off. The hardest thing about servicing the battery was finding it: In the left glovebox, where it takes up too much room. I just checked the oil and it’s fine. The bike has a centerstand, but the manual wants it checked when the bike’s level on its tires. Easier if you have a really long right arm, since the sight window is low and at the rear. Oh, another good reason to have a camera in your phone! Manual says oil needs changed at 600 miles and every 3500 thereafter, which would probably equate to every two years or so for me, not onerous. We only take 1.4 quarts, with filter change. Easy enough to do on the centerstand; the drain, filler, and filter cover are all right there on the left side. You should also grease the front and rear brake lever pivots, the side and centerstand pivots. The air filter wants blown out at the same intervals, and replacement at 11,000 miles. However, with the new 5-liter airbox that came with the 2018 revamp, “designed to have an exciting intake sound,” I could not get the airbox cover off to access the filter no matter how I jiggled and twisted and followed instructions. Very un-Suzukilike. Seriously, I don’t know how you get to the air filter under there, since the lid won’t come off. Is there a Suzuki mechanic in the house? Campi? I think I’d have to take it to the dealer before the 12-month warranty is up and say, WTF? Then be embarrassed as some kid pops it off instantly… At 14,500 miles, you’re due for a valve-clearance inspection and a new V-belt in your CVT transmission. Hopefully, at your age, that’ll be somebody else’s problem. (Suzuki says lots of people move onto Burgies from big touring bikes in their Golden years.) Aside from that little airbox obstacle, the thing should be a breeze to maintain. No carburetor. Our Dunlop Scoot Smarts (this is the rear) look barely worn. Meanwhile, riders outside the US recognize scooters for the excellent transportation they provide at all ages; the Burgmans, of course, are considered luxury scooters. You probably don’t need a tachometer on a CVT scooter, but it looks nice, and serious scooter people might play with their CVT to achieve lower rpm at cruising speed, or more low-rpm power, or whatever. Basically, the Burgman offers a lot of fun, high-performish, eminently practical transport for not a lot in the way of money or maintenance. With its 3.6-gallon tank averaging 54 mpg while in my possession, I’ve only filled the thing up three times in six months, and except for the time I killed the battery, it never failed to fire up instantly and idle perfectly. The 399cc thumper always seems eager to go; big twists of the throttle are met with un-scooterlike bursts of acceleration, and more of a DR-Z soundtrack. Our Burgman lived mostly in the garage, but it did sleep under the stars and get rained on at various times. A quick hose-off and wipe down has its dark grey matt paint looking good as new so far; there are no nooks or crannies where your chamois can’t reach to dry and/or dust. Be not afraid of the $8,299 MSRP; $6k seems to be closer to what the market round these parts will bear for a new 2018-2020 Burgman, which comes with ABS as a standard feature. The 2019 came in a really pretty matt blue. I, I don’t know what I’m gonna do without her. Wait, yes I do. Who else has a new scooter that needs testing? I love these things, and the Burgie, I think, is the finest example of big and fast enough but not too big. She’ll be sorely missed. The post Suzuki Burgman 400 Long-Term Wrap-Up appeared first on Motorcycle.com. Source

Have there been any great motorcycle movies lately? Maybe some cameos and probably some documentaries that I can’t think of at the moment. What is certain, is there have been many great (and not so great) motorcycle movies over the past seven decades or more. Movies depicting the Hell’s Angels in the late sixties, documentaries following travelers around the world and riders racing at the ragged edge, and even some light-hearted comedy make up our 17 movie list. So grab your Rolos, Junior Mints, popcorn, or whatever it is you like to enjoy with a movie. Sit back, relax, and enjoy the show. Table of Contents Chopper Chicks in Zombietown Dust to Glory Easy Rider Faster, Fastest, Hitting the Apex Harley-Davidson and the Marlboro Man Hell's Angels on Wheels I Bought a Vampire Motorcycle Long Way Round/Down/Up On Any Sunday The Glory Stompers The Losers The Motorcycle Diaries The Wild Angels The Wild One TT3D: Closer to the Edge Wild Hogs World’s Fastest Indian Chopper Chicks in Zombietown Year: 1989 Director: Dan Hoskins Plenty of great things happened in 1989: the Berlin wall fell, I was born, and Chopper Chicks in Zombietown graced the silver screen. This cinematic work follows the exploits of a rough and tumble gang of biker babes as they run into trouble in a podunk town in the middle of nowhere. The gang must fight off hordes of close-minded townies and more than a handful of zombies to get out alive Bottom Line/Chicks, zombies, choppers. What else do you need? Shop Now Dust to Glory Year: 2005 Director: Dana Brown The Baja 1000 has a reputation as the most dangerous race in the world. Every year, the race draws enthusiasts from all walks determined to brave the grueling and inhospitable terrain of Baja, Mexico. This documentary about the 24-hour race follows celebrities, factory race teams, and single-man competitors on their journey through the 2003 race. Sure, there are more four-wheeled vehicles in this documentary than other films on this list, but Dana Brown does a great job of showing the intensity of racing. Bottom Line/A 24-hour race spanning 1000 miles in Baja Shop Now Easy Rider Year: 1969 Director: Dennis Hopper Two drug-dealing hippies score big and look to get out of the life. Taking the money and leaving their past behind, the two set off for a cross country trip. Along the way, the motorcycle-riding hippies run into life-altering situations and substances causing them to question their entire being. Bottom Line/The quintessential ‘60s biker flick Shop Now Faster, Fastest, Hitting the Apex Year: 2003 Director: Mark Neale If you’re into MotoGP, you’ll love these three movies. Faster covers the 2001 and 2002 seasons, Fastest the 2010 and 2011 seasons and Hitting the Apex up to 2014. These three films focus on the top riders of each era and the bitter rivalries between them like the epic Rossi and Biaggi duels. All three also give a bit of history going much further back. Ewan McGregor narrates the first two while Brad Pitt takes over for Hitting the Apex. Bottom Line/If you like MotoGP, you’re going to like these Shop Now Harley-Davidson and the Marlboro Man Year: 1991 Director: Simon Wincer Forced by the imminent foreclosure of their friend’s bar, two lifelong buddies, Harley Davidson (Mickey Rourke) and The Marlboro Man (Don Johnson) decide to rob a corrupt bank’s armored car only to find out that they’ve stolen a truckload of a new fancy designer drug. The bad guys get word and rain down a throng of assassins to take out the dynamic duo. Bottom Line/Action. Motorcycles. A couple of lovable tough guys. Shop Now Hell's Angels on Wheels Year: 1967 Director: Richard Rush A motorcycling gas station attendant, Poet (Jack Nicholson) becomes fed up with all of the BS of the daily grind just as the local Hell’s Angels chapter rolls into town. After a brief scuffle with one of the Angels, Poet ends up joining the crew in a barroom brawl. Enticed by the raucous activity, Poet sticks around and ends up having the leader’s “old woman” fall for him and happily accepts her advances. Bottom Line/A forbidden love story wrapped in the guise of a rowdy biker movie Shop Now I Bought a Vampire Motorcycle Year: 1990 Director: Dirk Campbell An instant classic. After a satanic ritual during which an occultist is killed by a motorcycle gang, a bike is inhabited by a vampiric spirit. An unsuspecting Noddy (Neil Morrissey) later buys that motorcycle and wants to fix it up, but the machine has developed a thirst for blood and revenge. Bottom Line/This one’s a doozy Shop Now Long Way Round/Down/Up Year: 2004 Director: David Alexanian & Russ Malkin As of now, Long Way Round and Long Way Down are the two currently available with the latest documentary, Long Way Up hitting Apple TV+ September 2020. Long Way Round sees actors Ewan McGregor and Charley Boorman setting off on a 19,000-mile trip around the world. Starting in London and ending in New York City, the duo takes the long way around. In Long Way Down, Charley and Ewan begin in John o’ Groats, Scotland, and end up in Cape Town, Africa. During the first two films, the guys ride BMW R1200GS adventure bikes. During the latest documentary, yet to be released, Ewan and Charley ride Harley-Davidson Livewire electric motorcycles from the city of Ushuaia at the tip of South America, though Argentina, Chile, Bolivia, Peru, Ecuador and up through Colombia, Central America and Mexico. Bottom Line/Arguably, the series that busted the adventure motorcycle genre wide open Shop Now On Any Sunday Year: 1971 Director: Bruce Brown Featuring some of the coolest guys around at the time, both in the motorcycling community and beyond, On Any Sunday brought motorcycling to the mainstream. Thanks to the legendary Malcolm Smith, Mert Lawwill, and the king of cool himself, Steve McQueen. The film features motorcycle racing, the culture, and general tomfoolery. Bottom Line/You can’t call yourself a motorcyclist until you’ve seen it Shop Now The Glory Stompers Year: 1967 Director: Anthony M. Lanza “They’re ridin’ for glory. Lovin’ for glory. Dancin’ for glory. The swinginest cycle gang there is. The mamas are wilder, the lovin freer, crowding a lifetime of livin’ into… now.” All is groovy, man that is until the Black Souls show up “causing the most violent cycle war to hit the streets.” Bottom Line/You’ll dig it, man Shop Now The Losers Year: 1970 Director: Jack Starrett A group of mercenary Hell’s Angels are flown in to do battle with charlie, on bikes. The biker quintet outfit their cycles to the hilt with all sorts of artillery in order to rescue a captured presidential advisor. Bottom Line/Do you like war movies, guns, and motorcycles? If so, this one’s for you. Shop Now The Motorcycle Diaries Year: 2004 Director: Walter Salles A dramatization of a motorcycle journey that Ernesto Guevara took in his youth which helped him find his calling as an Argentine revolutionary. Bottom Line/A romantic dramatisation of a young Che’s motorcycle trip Shop Now The Wild Angels Year: 1966 Director: Roger Corman Heavenly Blues (Peter Fonda): We don’t want nobody telling us what to do. We don’t want nobody pushing us around. Preacher: I apologize. But, tell me, just what is it that you want to do? Heavenly Blues: We wanna be free! We wanna be free to do what we wanna do. We wanna be free to ride! We wanna be free to ride our machines without being hassled by The Man. And we wanna get loaded. And we wanna have a good time. And that’s what we’re gonna do. We are gonna have a good time. We are gonna have a party. Bottom Line/Before Easy Rider, there was The Wild Angels Shop Now The Wild One Year: 1953 Director: Laslo Benedek One of the earliest, and probably most widely known, The Wild One stars Marlon Brando as Johnny, a back-jacketed troubled youth rebelling against everyone and everything. After the gang’s leader winds up in jail, the bikers tear up the town. Bottom Line/Another one that’s described as “quintessential” by the masses Shop Now TT3D: Closer to the Edge Year: 2011 Director: Richard De Aragues TT3D: Closer to the Edge gives an inside look at the TT as it attempts to explain the allure behind one of the world’s most dangerous road races, the Isle of Man Tourist Trophy. Bottom Line/If you’re a racing fan, you’ll love it. If you’re not a racing fan, you’ll love it. Shop Now Wild Hogs Year: 2007 Director: Walt Becker One of our most family-friendly light-hearted selections, Wild Hogs follows a group of middle-aged suburban bikers as they set out on a life-changing road trip aboard their hogs. Trouble ensues when the group meets a biker gang out of New Mexico, the Del Fuegos. A-list actors, a fun story line, and what is likely a relatable situation are a few reasons Wild Hogs made the list. There’s even a cameo by a certain legendary biker found elsewhere in this list. Bottom Line/Don’t act like you’re too cool to watch it Shop Now World’s Fastest Indian Year: 2005 Director: Roger Donaldson Based on “one hell of a true story” is right. The World’s Fastest Indian dramatizes the events that befell New Zealander, Burt Munro as he set out to break the land speed record aboard his 1920s Indian streamliner in 1967. Bottom Line/A fantastic underdog story of a man who wouldn’t quit Shop Now Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. The post 17 of the Best Motorcycle Movies appeared first on Motorcycle.com. Source

Okay, maybe it’s not the last dirtbike tire you’ll ever need, but they last a heck of a long time and perform great as they wear. The Bridgestone Battlecross X40 caps off the hard end of the Battlecross lineup and is meant for drier rocky terrain like we see in much of the western United States. The X40 looks aggressive. The tread design, tie bars, and “anti-degradation fins” all add up to a pretty tough looking tire, but there is some method to the madness as well. Bridgestone’s Castle Block lug design, which has a slightly higher block in the middle of each knob, is used throughout the X40 rear tire. What this does is give the rider a little bit extra biting edge while also allowing for more flex, which, in turn, equals more traction. Tie bars and small fins can be found throughout the riding surface of the tire as well. The tie bars work to better hold the carcass together while the small fins aid with clean-out should the riding get sloppy. The fins on the sidewall of the tire are meant to act in the same way the fins on your old thumper did back in the day – that is, to dissipate heat. Obviously, the cooler the tire, the less degradation from heat you’ll have. While I can’t say unequivocally that these fins do their job, the tires do last a long time, and even if they don’t, at least they look cool? The front tire uses similar technology in its asymmetrical design, though Bridgestone didn’t make us aware of any hip marketing terms to use like Castle Block. The front X40 tire uses a different technique, with the outermost knobs featuring a shallow dimple to aid with flexion. Only the knobs closest to the center are solid. The front also uses a considerable amount of tie bars to reinforce the tire. That all sounds good in theory, right? But what about the real world testing? Tested to Death This 110/100-18 rear has more than 2,200 miles on it. For those who have ridden off-road in the western US, you may be aware of the harsh scenarios tires are put through. Jagged, sharp and/or sandpaper-like rock is the norm here in California where trails are linked together by long dusty fire roads making high-speed blasts through the desert a regular occurrence on a day’s ride. To say the environment is unforgiving for a dirt tire would be an understatement. Think of it more as a torturous environment, where tires end up chunked, peeled, or generally shred to death. This front tire has approximately 1,700 miles on it. Chatting with a friend who got his first set of X40s just before I mounted up my own, we talked about general tire life on a 500 EXC or similar dirtbike. For the type of riding we typically do, 1,200 miles would be on the low end for a tire that didn’t last too long, and 1,800 would be on the high end. For both of our sets, we amassed more than 2,200 miles on the rear tires before they were nearly slicks in the middle. My friend changed his front tire, “mostly out of guilt” after 2,500 miles. What was more impressive than simply lasting that long were the wear characteristics along the way. There was no chunking of the rubber, no knobs peeling back to expose the tire’s inner carcass, and overall ,no significant wear of any one kind. Between the two of us, those tires took us all across California and into Nevada on week-long trips at times. My friend’s set started their life with a 1,000-mile ride in Baja. The X40 wears incredibly well and the performance delivered along the way doesn’t suffer in the least. I’m glad I have another set waiting in the garage. The X40s hook up incredibly well, better than the X30s according to the aforementioned friend. And we’re talking straight-line acceleration as well as out of turns. The sidewall compliance is fantastic in hard terrain and never resulted in a pinch flat even when run at slightly lower pressures during recreational technical riding. I think we’ll stick a fork in that one. The flexible sidewalls also resulted in making it easier to spoon on a new set which for me, is massive. Changing tires is one of my least favorite parts of riding dirtbikes. After getting through Baja with my friend’s tires looking as good as they did, I immediately ordered up a stockpile of my own. Bridgestone has had a nice rebate program the last couple of years where you can buy up to a certain number of tires and get cashback on each set. I maxed out the rebate between X40s and X30s. Knowing what I know now, I would have probably just stuck with the X40s. Speaking of that stock of tires in the garage, I need to go spoon a new set on the 500 so I’m ready for the next dual-sport ride. If you’re in the market for a hard terrain tire and you’re looking for serious performance and serious longevity, I’ve yet to use a tire that’s done better than the Bridgestone Battlecross X40. Bridgestone Battlecross X40 Tire Sizes Front 80/100-21 51M W 90/100-21 57M W Rear 110/100-18 64M W 100/90-19 57M W 110/90-19 62M W 120/80-19 63M W Shop for the Bridgestone Battlecross X40 here We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post MO Tested: Bridgestone Battlecross X40 Review appeared first on Motorcycle.com. Source

2021 Honda ADV150Editor Score: 86.5%Engine 18.0/20Suspension/Handling 13.5/15 Transmission/Clutch 9.0/10Brakes 7.0/10 Instruments/Controls4.0/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 8.5/10Desirability 9.0/10Value 8.5/10Overall Score86.5/100 Adventure riding and adventure motorcycles are all the rage right now worldwide. While the idea of blending some of the off-road styling into scooters isn’t an entirely new idea, Honda has taken this approach to an entirely new level with the X-ADV, a 750cc Parallel Twin scooter with a dual-clutch transmission. Sadly, we won’t be seeing that model stateside any time soon thanks to US regulation of what constitutes a scooter versus a motorcycle (the X-ADV has too tall of a seat to be considered a scooter and without foot controls, it cannot be considered a motorcycle so…). What we do have – available in dealers now – is the 2021 Honda ADV150. An adventure-styled PCX150 scooter that is more adventuresome in the looks department than in practice. At any rate, the ADV150 delivers fun around town performance with aggressive modern styling. Why? Well, why not? With the adventure market booming, it makes sense to throw some of that adventure styling onto an accessible worldwide model such as a 150cc scooter. The story of how the ADV150 came to fruition is a bit more interesting than simply why not, though. The concept came from an internal design competition among Honda’s global design offices. Ultimately, the Thai X-ADV themed concept won out and was put into production. “I followed the image of X-ADV because I wanted to add tough and adventure elements,” says Kim, a manager at the Thai design studio. “In order to deliver a new lifestyle that will inspire the adventurous spirit of customers all over the world, we held a design competition in four countries, including Japan and Europe in addition to Thailand and Indonesia, and the Thai design proposal was adopted.” The 2021 Honda ADV150 will do it in the dirt. Although the ADV150 looks the part of its X-ADV and Africa Twin family members, the machine is little more than a restyled PCX150 – a scoot John B recently lauded as “too much fun.” Aside from styling, the ADV150 differs from the existing PCX with longer travel Showa suspension; just over five inches up front and 4.7 in the rear. A slightly larger single 240mm disc with ABS slows the front wheel while a drum brake without ABS works the rear. The ADV150 uses Honda’s smart fob system: “Honda’s Smart Key system, the scooter’s main knob is automatically activated as the owner approaches, and the engine can be started without inserting the key. (An on/off switch prevents a third party from using the scooter even when the owner is in the vicinity.) The system incorporates an “answer-back” switch that flashes the turn signals to help the owner locate the scooter, as well as an anti-theft mechanism whereby the handlebar remains locked when an attempt is made to start the scooter by force. The fuel lid and seat are unlocked via a rocker switch adjacent to the main knob.” The two-position adjustable windscreen did a great job of keeping wind off of my chest without causing any wind-buffeting on my helmet at its highest point, and allowed cooling airflow in the lower position. All LED lighting gives a premium look that accents the angular styling nicely, elevating the look of the ADV150 into modernity. This new Honda scooter is a breath of fresh air in an otherwise dated market. Styling from most scooter manufacturers hasn’t been updated for some time. Its large LCD screen also provides plenty of information. Adventure in practice Honda says the ADV150 is, “A lightweight, compact scooter with adventure-ready features, a crossover model that embraces Honda’s ‘City Adventure’ concept and is positioned for both daily commuting and recreation.” And it’s not trying to be anything more. The styling, the extra suspension travel, the ADV moniker, they’ll do little more than the preceding PCX when the pavement runs out. That’s not to say it’s not a blast – like most scooters are – to rip around on. The 149cc Single with its automatic V-matic belt-drive tranny has enough oomph around town and was capable of easily cruising at 55 mph during our ride. On flat ground 65 mph wasn’t out of reach and downhill, whilst fully tucked, the speedo flashed between 67 and 68. The LCD screen indicated an average of 79 mpg on my scoot, while other testers came in slightly above and below that number during our ride (which was spent at full throttle whenever possible). That number, considering the 2.1-gallon fuel tank, should allow for a 166(ish)-mile range. Short wheelbases make for flickable machines. As a scooter should be, the ADV150 is nimble enough to dice its way through traffic while also delivering a fun ride through the odd twisty bit of tarmac. I like the dirtbike-esque tapered handlebar which adds to the off-road disposition. The ADV150’s brakes won’t be setting the world on fire, but they do get the machine stopped, just keep in mind ABS is only on the front wheel. Stay charged while on the go. Storage is available at the dash on the left where you have a 12-volt charger as well as under the seat. Alas, the ADV scooter couldn’t fit my ADV helmet in the underseat storage. I suspect it will fit only the smallest full-face helmets, though most three-quarter and half-helmets shouldn’t be an issue. As mature as we’ve shown ourselves to be here at MO, visions of adventurous grandeur played itself out in my head as we wrapped up our day’s ride. What kind of adventure are these things really capable of? Sure, they’re amply equipped for daily use in cities around the world, but if we’re careful, and keep the airtime minimal, how far could we venture? I’ll be back; I’ve got to call Troy. Stay tuned! Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. 2021 Honda ADV150 + Highs It has looks to inspire adventure Will do 65 mph Long overdue modern styling in the scooter segment – Sighs $600 more than the scooter it’s based on Underseat storage won’t fit most full-face helmets In reality, it’s not much more adventurous than the PCX In Gear Helmet: KLIM Krios $500 Jacket: REV’IT! Offtrack $400 Jeans: Pando Moto $335 Gloves: REV’IT! Sand 3 $120 Boots: Dainese Axial D1 $530 2021 Honda ADV150 Specifications MSRP $4,299 Engine Type 149cc liquid-cooled 80° single-cylinder four-stroke Valve Train OHC; two valves Bore x Stroke 57.3 mm x 57.9 mm Compression Ratio 10.6:1 Induction Fuel injection; 26 mm throttle body Ignition Full transistorized Starter Electric Transmission V-Matic Clutch Automatic centrifugal dry type Final Drive Belt Front Suspension 31mm Showa telescopic fork; 5.12 in. travel Rear Suspension Twin Showa shocks; 4.72 in. travel Front Brakes Single hydraulic caliper w/ 240 mm disc Rear Brakes Mechanical w/ single 130 mm drum Front Tires 110/80-14 Rear Tires 130/70-13 Rake (Caster Angle) 26°30′ Trail 3.4 inches Length 76.8 inches Width 30.0 inches Height 45.4 inches Seat Height 31.3 inches Ground Clearance 6.5 inches Wheelbase 52.1 in. Fuel Capacity 2.1 gallons Curb Weight 294 pounds (claimed) Color Matte Black Metallic The post 2021 Honda ADV150 Review – First Ride appeared first on Motorcycle.com. Source

It goes without saying that motorcycles are inherently more dangerous than cars, but that hasn’t stopped motorcycle manufacturers from trying to reduce the safety gap as much as possible. It’s often worth looking at the safety systems in the car world to get a glimpse into what might be coming down the pipeline for motorcycles. One of those technologies is anti-lock brakes, or ABS. If you’re a new rider reading this and aren’t sure what ABS is, the concept is simple: when you use the brakes, sensors on both the front and rear wheels detect if/when the wheels lock. When this happens, the sensors send a signal to the ECU, telling it to release enough pressure on the brake caliper(s) to allow the wheel to spin again. This cycle is happening several times a second, applying and releasing brake pressure to avoid lockup and bring the motorcycle to a stop. Modern ABS sensors are very discreet, housed in a tiny bracket, seen here between the caliper and the end of the swingarm. The sensor reads the speed of the slotted ring inside the rotor carrier to detect lockup. Now, anti-lock brakes on motorcycles aren’t a new phenomenon – the tech has been around since the 1980s – but ABS often gets a bad rap from some corners of motorcycling. The common complaint is the abrupt pulsing at the lever. Like lots of things that have been around since the ‘80s, ABS has steadily improved in the past 30-odd years. And in recent years, since Inertial Measurement Units (IMU) started to make their way onto motorcycles, ABS has taken a massive leap both in terms of functionality and activation. It’s with this in mind that we bring you five key reasons why you need ABS on your next motorcycle. Dramatically reduced stopping distance, especially in the wet One of the big advantages of ABS is reduced stopping distance you can achieve because you no longer need to modulate brake pressure. However, highly skilled riders will tell you they can stop in a shorter distance without ABS than they can with it. Here’s the thing: they might be right. Maybe they can brake to a stop in a shorter distance without ABS – but can they do it consistently, each and every time they use the brakes? More importantly, can you? Odds are the answer is no. If you’re in a panic stop situation, having the peace of mind to simply grab a handful of brakes, knowing the ABS will save you from a lockup, is invaluable. Throw in the thought of braking in wet weather or over a dirty road surface, and the odds of braking better and more consistently than your ABS drops dramatically. Confidence to brake in a corner Having to brake in a corner – like when there’s debris in the road – is terrifying. You run the risk of overloading the front tire and crashing. With technologies like Cornering-ABS (also known as lean-sensitive ABS), this fear is still there, but it doesn’t have to be. More and more of today’s new motorcycles come equipped with an IMU, which detects the pitch, yaw, and roll of the bike. If it’s also equipped with C-ABS, it’ll use that data to tell the ECU how much brake pressure to apply at all points of lean. A YouTube search for Cornering-ABS will give you a demonstration of the tech in action. The bigger challenge now is to convince yourself to actually reach for the brakes (if needed, of course) while you’re leaned over. More control of your motorcycle No, backing it in does not mean locking the rear tire and sliding. When your wheels are locked, you no longer have any steering input over them. This is another big advantage of ABS. Not only does ABS give you shorter stopping distances more consistently, but also because the wheels are still rolling, you can still give steering inputs. This is especially important if/when you need to make an emergency or evasive maneuver. Once again, throw rain into the equation, and you can understand ABS’ importance. A lot of safety for minimal weight and expense ABS’ downward march to a size that can easily be incorporated into small displacement motorcycles. There’s no denying the fact that the components needed to run an ABS system add some weight to the motorcycle, but modern ABS only adds a minimal amount of weight – as little as 10 lbs in some cases. Besides, for a street bike, the added weight is basically negligible. ABS also raises the cost of the motorcycle, compared to non-ABS versions of the same model. However, we’re typically talking about a difference in price of $300 – $1000. In our opinions, the added safety benefit far outweighs the weight or price penalties. You have a better chance of staying alive According to the Insurance Institute for Highway Safety, the rate of fatal crashes is 31 percent lower for motorcycles equipped with optional anti-lock brakes than for the same models without them. If that’s not enough to convince you, here’s another number: The Insurance Institute for Highway Safety released another report noting that motorcycles with engines 250cc and higher without ABS are 37% more likely to be involved in a fatal crash. Armed with this information, ABS should be an option you give some serious thought to with your next motorcycle purchase. Out on the road, any perceived negative is far outweighed by all the benefits it provides. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Why You Need ABS On Your Next Motorcycle appeared first on Motorcycle.com. Source

Motorcyclists love to tell stories about things that happened while they were riding. Having video evidence to back it up makes the stories even more fun. Who would believe you if you said that, as you were hard on the brakes from 160+ mph into Turn 2 at Laguna Seca, a ground squirrel ran across the track in front of you and the $100,000 Ducati Superleggera you were piloting? Well, Troy was able to document Mister Squiggles’ near-fatal dash thanks to his helmet cam and put an end to our disbelief. (See the proof here.) Heroics aside, traveling by motorcycle is even more fun when you can capture the important moments of your trip while you’re actually riding. Group rides can be relived later. Track day lean angles can impress your buddies. You just need to choose the right action camera, and you’ve got a ton of options. There are helmet cams, 360 cams, and even permanently mounted dash cams for commuters to use in case of a mishap. No matter what you want to record, there is a camera to handle that task. So, we’ve chosen what we think are the best motorcycle cameras around. Let us know in the comments if you have a personal favorite that isn’t mentioned here. Table of Contents GoPro Hero7 Silver GoPro Hero8 Black INNOVV K2 Dual Channel Motorcyle Motocam insta360 ONE R Sports Video Adaptive Action Camera Sena 10C EVO GoPro Hero7 Silver If it weren’t for GoPro, there wouldn’t be an action camera market, and the GoPro Hero7 Silver is a great way to get started in documenting all your moto-adventures. First, the Hero7 is totally waterproof for year-round riding. The built-in GPS can track your speed and altitude. You can record in 4K 30fps video and time-lapse movies, while the image stabilization smooths your progress down bumpy roads. Settings are accessed by the touch screen, and of course, you can view your videos there, too. Voice control allows you to easily start the camera. Although the MSRP is $199, you can find it online for significantly less. Bottom Line/Great entry-level action camera Shop Now GoPro Hero8 Black Riders who are serious about their onboard video will opt for the GoPro Hero8 Black. Vibration and shaky videos are a thing of the past with the Hero8’s three levels of stabilization. According to GoPro, this allows you to “Get the widest views, or boost to the smoothest video ever offered in a HERO camera. Works with all resolutions and frame rates, and features in-app horizon leveling.” Expandable Mods allow vloggers and budding filmmakers to upgrade the Hero8’s capabilities with microphone or light mods. How about live streaming 1080p video on social media? TimeWarp 2.0 allows super-stabilized time-lapse videos while moving through an activity. Want to see your whole ride in a few minutes? Capture 4K UHD 2160p video for high-quality viewing. You can even capture 12mp photos and photo bursts. Available for $350. Bottom Line/The industry standard for action cameras Shop Now INNOVV K2 Dual Channel Motorcyle Motocam The INNOVV K2 is a dual-channel camera system that permanently mounts to your bike for simultaneous recording of front and rear views in Full HD 1080p 30fps, 720p 60fps, and 720p 30fps. The simple out-of-the-way design mounts unobtrusively to your bike, and the videos are accessed via a smart device app, which is available for both Android and iOS. Download the files wirelessly to your phone and share from there to your favorite social media outlets. The main controller (DVR) is rated IP65 dust and water-resistant, while the cameras are rated IP68 dust and water-resistant. The controller and camera housings are CNC aluminum for durability. The system supports up to 128GB microSD cards. For simplicity, the system has the option to start recording as soon as you start your bike. That way you never miss a moment – a feature that commuters will love for its “dashcam” functionality. The INNOVV K2 MotoCam retails for $338. MO Tested: INNOVV K2 Motorcycle Camera System Review Bottom Line/Record front and back views simultaneously Shop Now insta360 ONE R Sports Video Adaptive Action Camera The insta360 ONE R is the action camera for the rider who wants maximum versatility. The One R is built around a modular system that consists of a control unit with a built-in touchscreen, a lens module, and a battery pack that holds them together. The 360-degree camera records at 5.7K resolution, allowing the view direction to be selected in post-production. Plug in the 16.4mm equivalent focal length lens module, and you can record traditional action cam video in 4K at 60fps and 1080p at up to 200 fps. The wide-angle module was jointly developed with the Leica camera company, and it features a 1-inch sensor for recording 5.3K at 30fps and 4K at 60fps, 1080p, or 120fps. The camera’s construction allows for the touchscreen to face either forward or rearward for increased flexibility. The system is waterproof to 5m (16 feet), and a variety of mounts are available. The insta360 ONE R retails for $499 in the twin pack. Bottom Line/Perfect for the rider who wants both 360° and traditional wide angle action video Shop Now Sena 10C EVO The Sena 10C EVO is the company’s sole camera entry in their line of Bluetooth and Mesh communicators. The 10C EVO combines Bluetooth communications with 4K video. The camera captures video at 4K 30fps. Other video features include Video tagging and Smart Audio Mix. When the 10C EVO is in standby mode, the Video Tagging feature records the minute before and after the rider presses the Video Tagging button. Smart Audio Mix allows for Bluetooth conversations to be recorded to the captured video. Then the Sena 10C EVO is also a Bluetooth communicator that allows the rider to be able to communicate with up to four others over a claimed one-mile range. Pairing to your smartphone allows for calls, music, or GPS directions to be broadcast to the rider. Additionally, the camera preview mode lets the rider verify that the camera is in the correct orientation for the bike they are riding. Additionally, videos can be downloaded to the phone for sharing. The Sena 10C EVO retails for $399. Bottom Line/Ideal for moto-vloggers 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 5 Best Motorcycle Cameras appeared first on Motorcycle.com. Source

It’s no secret the overwhelming majority of motorcycle gear is targeted and sized for men. As the majority of motorcycle owners are male, this tends to make sense. However, women represent one of the largest growing demographics in motorcycling, and motorcycle apparel manufacturers are starting to notice, creating apparel fit for the female anatomy. This includes footwear, since the size and shape of men’s and women’s feet can vary widely. Here we’ll bring you a selection of motorcycle boots for women. Or will we? You might notice that I’m not exactly anatomically qualified to be heading up this kind of assignment. Thankfully, I’ve got riding friends who are, and I reached out to them to ask what they prefer to put on their feet when they ride. Perhaps the surprising answer is that, for extremely technical footwear, like motocross or roadracing boots, these women – like a lot of other women they know – choose to wear men’s boots in small sizes, or even kid’s boots. Thus is the state of technical apparel for women. So, with the help of some female riders who were gracious enough to provide me with their input, here are some choices for motorcycle footwear for women, in a variety of categories. Table of Contents Alpinestars Women's Stella SMX-1 R Speed and Strength Women's True Romance Black Moto Shoes Joe Rocket Heartbreaker Women's Boots Tour Master Solution WP 2.0 Women's Motorcycle Boots TCX Lady Aura Plus Waterproof Women's Boots Dainese Torque 3 Out Women's Boots SIDI Vertigo 2 Lei Women's Boots Alpinestars Stella SMX Plus v2 Boots Sidi Adventure 2 Gore-Tex Boots Alpinestars Youth Tech 7S Motocross Boot O'Neal 0325-709 Womens New Logo Rider Boot Fox Racing Comp Women's Boots TCX Women's Lady Blend Boots Harley-Davidson Women's Amherst Motorcycle Boot Harley-Davidson Women's Belhaven Leather Boots Alpinestars Women's Stella SMX-1 R We’ll start this list with everyday riding shoes because the selection and thought process is similar to that of riding shoes for men – it all comes down to personal preference. If we’re being honest with ourselves, riding shoes are basically a step above wearing your favorite pair of Chuck Taylors or Yeezys. In the case of the Alpinestars Stella SMX-1 R you get a durable, lightweight, and low cut riding boot. Its extensive perforation (in the vented version) gives it more ventilation than the standard model, though both are constructed from a highly abrasion-resistant microfiber upper and reinforced with strategically positioned TPU protectors. Alpinestars’ exclusive rubber compound sole offers comfort and excellent grip, both on and off the bike, while the accordion flex zones give support and control regardless of your riding position. It’s also available in black, if fuschia isn’t your thing. Shop Now Speed and Strength Women's True Romance Black Moto Shoes If you’re looking for a more traditional-looking hi-top, there are a large amount of options. One example is the Speed and Strength True Romance shoes. Constructed from a durable leather upper, an anti-slip rubber outsole gives you confident footing. The molded toe box helps keep your digits protected, while heel and ankle reinforcements help give the shoe its structure and protect the back of the foot at the same time. The Under Cover lacing system keeps laces out of the way, since you don’t want them getting tangled in brake or shift levers (or the countershaft sprocket). The teal lace eyelets and interior fabric provide contrast from the primary black colorway. Shop Now Joe Rocket Heartbreaker Women's Boots When it comes to touring boots, a little more coverage is needed over riding shoes. Weather suitability is also important, as is all-day comfort. For warm-weather touring, the Joe Rocket Heartbreaker boot is an option. The perforated leather chassis goes as far as covering the calf, while a suede front panel is articulated for better range of motion. The heavy-duty calf expansion panels make the boot comfortable for a wide range of leg sizes, and are kept in place with hook-and-loop adjusters. Further fine tuning of the fit is achieved with adjustment buckles at the ankles and at the top of the boot. As an added bonus, a two and a half inch hidden wedge gives you the extra little boost in height. Shop Now Tour Master Solution WP 2.0 Women's Motorcycle Boots The Tour Master Solution WP 2.0 boots are a more traditional touring boot compared to the Joe Rocket option above. Made from a water-repellent leather and PU upper, it features a HiPora waterproof, breathable membrane and 3M ScotchLite in the rear area for better night time visibility. The VR single density compound sole gives reliable grip on the ground and also lets the rider feel the feedback from the footpegs better. An auto lock zipper covered with an adjustable Velcro flap makes it easier for the boot to contour around your lower leg. Leather stretch panels provide extra comfort and durability, while a leather shift pad protects the boot from the shift lever. A preformed orthopedic vibration absorbing foot bed shields your foot from the bike’s vibrations. Shop Now TCX Lady Aura Plus Waterproof Women's Boots Another option in women’s touring boots is the TCX Lady Aura Plus boots. The full grain leather construction is combined with front and rear elastic fabric to increase comfort and give full range of motion. There’s a malleolus shift pad and a contoured shin plate for protection, as well as a heel and toe counter to guard either end of the foot. Of course, as the name would suggest, the boot is also waterproof, so you can tour in confidence, no matter the weather conditions. Shop Now Dainese Torque 3 Out Women's Boots When it comes to highly technical footwear like track boots, it’s unfortunate how few options there are specifically for women – and the few options that are available are the equivalent to bottom-tier men’s boots. This is why the women we talked to just said they wore men’s boots in small sizes. However, the Dainese Torque 3 Out above was one exception our female advisors suggested. Giving away very little to the men’s racing boot, the Torque 3 Out features Dainese’s D-Axial ankle protection system limits the rotation of the ankle. A reinforced hull and hard sliders help to dissipate impact loads and protect smaller foot bones. The D-Stone material used for the upper is highly resistant to abrasion and conceals an inner speed lacing system and a three-dimensional mesh liner. Shop Now SIDI Vertigo 2 Lei Women's Boots The Sidi Vertigo 2 Lei is another women’s-specific track boot that came highly recommended to us. One of Sidi’s best known and iconic boots, the Vertigo series is refreshed with the all new Vertigo 2 Lei! Featuring the latest evolution of the exclusive Sidi Vertebra system the Vertigo 2 Lei is built specifically for a woman’s foot, and features all the same protective features of the race-bred Vertigo 2. The Vertebra System adjusted via Sidi’s exclusive Tecno VR closure system helps to protect the rider’s Achilles tendon, while a single nylon ankle support brace gives extra support. A nylon inner sole with removable arch support pad keeps your foot comfortable, and the elastic panel adjacent to the entry zipper allows a bind free zip and improved fit. Lined with anti-abrasion Cambrelle in the foot area for comfort, the upper is lined with Teflon mesh which prevents complete absorption of water and sweat. These materials will not retain water or sweat on the inside of the boot. The boot will dry quickly and the treatment also prevents the onset of mold. Shop Now Alpinestars Stella SMX Plus v2 Boots Fully optimized for a female fit, the Stella SMX Plus v2 Boot perfectly blends sleek sports styling with advanced protection features developed in Alpinestars performance footwear department. The durable and light microfiber upper is reinforced with a rugged polymer protector and the exclusive Multi-Link Control (MLC) system prevents ankle torsion while offering freedom of movement. Large front and rear accordion zones are optimized to maximize flexibility for maximum comfort and improved safety. A ratchet top closure helps seal the boot around the leg, while the inner speed lacing closure and unique lateral zipper offer precise and secure fit. Shop Now Sidi Adventure 2 Gore-Tex Boots Yes, this is a men’s boot. But it came highly recommended to us from one of the women we talked to when asked for a recommendation for dirt/adventure boots. In fact, as you’ll see, like the track boots, dirt boots for women are lacking when compared to their male counterparts. In the case of the Sidi Adventure 2 Gore-Tex boot, a small men’s size fit our female advisor perfectly, which then gave her access to all that the boot has to offer, like: Full Grain Microfiber and Cordura material for the upper’s construction. Nylon inner sole with removable arch support pad. Exclusive cam-lock buckle system combined with a Hook and Loop Closure secured upper flap with an elastic expansion panel. Split grain leather inner anti-wear/ heat panels are incorporated to the inside of the boot. An anti-abrasion Cambrelle liner in the foot area for comfort. The upper is lined with Teflon mesh which prevents complete absorption of water and sweat. These materials will not retain water or sweat on the inside of the boot. The boot will dry quickly and the treatment also prevents the onset of mold. Other features include cam buckles for a secure fit, a slip-resistant sole, PU shin plates and ankle protection, and of course the Gore-Tex breathable and waterproof membrane for dry feet in all conditions. MO Tested: Sidi Adventure 2 Boot Review Shop Now Alpinestars Youth Tech 7S Motocross Boot Another contributor told us her feet are small enough to wear kid’s dirt boots, like the Alpinestars Tech 7S. A miniature version of the Tech 7 for adult males, the 7S features a unique, high strength sole construction offering durability and protective performance. The Tech 7S Boot has been specifically developed for youth or smaller framed riders (ie. women). A PU-reinforced microfiber upper provides flexibility, abrasion resistance, water-resistance and weight-savings for a consistent fit that is easy to maintain and clean. The contoured shin plate is injected with high modulus TPU for excellent levels of impact and abrasion resistance. Lastly, the self-aligning buckles make it super simple to cinch the boots tight. Shop Now O'Neal 0325-709 Womens New Logo Rider Boot If you insist on a dirt boot specifically for women, there’s this option from O’Neal. Featuring injection molded plastic plates to protect against impacts, the metal shank insert reinforces the shape of the Boot and adds support for the foot. An easy to operate, snap-lock adjustable four-buckle closure system ensures the boot is tight to the foot, while the durable Goodyear welt sole is properly balanced with no unstable rocking. A metal toe guard protects the sole against delaminating, and a moderate grip sole is great for track, trail and ATV riders. Shop Now Fox Racing Comp Women's Boots Another option for ladies who want a dedicated moto boot is the women’s Comp Boot from Fox Racing. An updated floating cuff system provides lateral support and increased linear movement while locking out before hyperextension of the ankle. There’s a TPU shin plate, calf guard, heel cap, and full toe coverage. The patent-pending ActiveLock closure system allows the shin to flex with the motion of the boot with fast, easy, and secure closure, while a durable rubber medial and burn guard provides excellent grip and feel of the bike. You’ll find two instinct-style lower buckles for a secure zero heel lift fit, and improved lining material provides instant step-in comfort. Shop Now TCX Women's Lady Blend Boots Like street riding shoes, there are lots of options when it comes to cruiser boots. Again, what it boils down to is rider preference. These TCX Lady Blend waterproof boots are a good combination of style and performance that are stylish on or off the motorcycle. Constructed from microfiber and cut specifically for women, the Lady Blend is styled like a normal boot, but has additional material for a shift pad, additional ankle padding for protection and a slip-resistant sole. Shop Now Harley-Davidson Women's Amherst Motorcycle Boot For some, cruiser boots have to come from Harley-Davidson. Thankfully, The Motor Company’s collection of apparel is huge and includes women’s boots, like the Amherst seen here. A short women’s boot with just the right amount of attitude. The full grain leather Amherst has a lightweight outsole and heel, with YKK dual locking inside and outside zippers for fashionable convenience. The added toe stitching and iconic Harley-Davidson bar and shield gives this boot just the right amount of moto edge. Shop Now Harley-Davidson Women's Belhaven Leather Boots Another option from Harley-Davidson is the Belhaven. A fan favorite, the Belhaven women’s leather riding boot is a tall lace up with iconic H-D appeal and classic heritage styling. A top to bottom YKK locking zipper lets the long laces do the talking. 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 Women’s Motorcycle Boots appeared first on Motorcycle.com. Source

With the World Superbike championship set to resume again this weekend in Jerez, after a long Coronavirus-induced break since the season opener at Philip Island in February, BMW felt it necessary to tell everyone how it was spending its time in lockdown – and it’s pretty fascinating. While lockdown meant racing has stopped, development of the S1000RR World Superbike challenger has not. Specifically in the area of aerodynamics. Cutting through the air as efficiently as possible is a big deal when racing at the highest levels, and while it’s easy enough to place an S1000RR in the wind tunnel, doing so without a rider aboard is pointless. But what do you do when your riders are in different countries, unable to travel to Munich because of the restrictions imposed by the pandemic? You build life-size 3D models of your riders, of course. Turns out Eugene Laverty just happened to be at BMW HQ in Germany shortly before the lockdown started. These kinds of things are not unusual, as the riders visit the factories to meet the team and get comfortable on the motorcycle. This time, BMW also used the opportunity to take detailed 3D scans of Laverty – fully suited – while in the tucked position. The precision of these measurements means every individual glove finger, every contour of the helmet, every seam in the leathers, and every crease that could affect the aerodynamic drag and airflow was measured. “Based on the data from the 3D scan, we created a plastic model made of two halves. It took about a week to get all the details right, however our 3D Eugene was then ready for action,” said BMW Motorrad Motorsport Director Marc Bongers. Considering the impending pandemic, and the havoc it would cause on the schedule, the timing couldn’t have been better. The plastic version of Laverty has now been used over 50 times, as he’s sat patiently atop the S1000RR. BMW’s wind tunnel is equipped with a 2,600 hp electric motor, able to recreate speeds of nearly 160 mph. “Using a 3D model like this allows us to work more efficiently on development of our RR,” explains Bongers. “While a real rider must travel to get here, the plastic version is available at any time for testing in the wind tunnel. This means that we can evaluate and implement updates even faster.” As for the 3D model itself, the real Eugene Laverty joked, “He’s just a few shades paler than my Irish complexion.” While not a track that sees high top speed, the Jerez circuit will be a chance to see what advantages the aero improvements have provided to both Laverty and his teammate Tom Sykes (who wasn’t available for the initial 3D scan, but has since also been recreated in plastic). Of course, all the other teams have also been working on their machines during the lockdown, so any expectations of significant gains is unrealistic. Still, having the capabilities to 3D-scan a rider and recreate them for these purposes is amazing, and a testament to how creative teams will get to look for an advantage. Source: BMW Motorrad Motorsport Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post BMW 3D Scanned Its Riders To Work On Aerodynamics During the Pandemic appeared first on Motorcycle.com. Source

Adding GPS to your riding repertoire can expand your horizons beyond your imagination. There are products on the market to suit every rider’s needs, whether off-road, on-road, or adventure. All the units covered here are motorcycle-specific or otherwise lend themselves very well to use on a bike. Your typical automotive GPS units aren’t built to the same standard as those intended for motorcycling and the often harsh environments we find ourselves in. While it’s important to compare features of the units themselves, two key elements to maximizing the benefit of GPS are the mapping products available and the computer or mobile device user interface. As you get deeper into this technology, you will find yourself spending more time on your mobile device or computer laying out your next ride, exploring with Google Earth, and ultimately, downloading and editing tracks you’ve actually recorded on the ground. Choosing a GPS with the type of maps you want and the pre- and post-ride user environment are key considerations before purchasing a specific unit. Saying that these moto-minded bits of tech have come a long way since their inception would be an understatement. Some of these units do much more than just point you in the right direction like syncing via Bluetooth to your helmet, phone and even to accessory tire pressure monitors. As they say (maybe too often), it’s a good time to be a motorcyclist. Here’s Motorcycle.com’s list of the best motorcycle GPS units. Table of Contents Garmin zūmo 396 LMT-S – $400 Garmin zūmo 595LM – $700 Garmin Montana 680t – $600 TomTom Rider 550 – $400 Trail Tech Voyager Pro – $600 Magellan TRX7 Dual Mount Trail and Street – $550 Garmin zūmo 396 LMT-S – $400 Garmin’s Zumo 396 LMT-S is the slightly smaller brother to the 595LM. The Zumo line was the first truly motorcycle-specific GPS offered on the market. Since its inception, it’s been refined with thousands (if not millions) of user-tested miles on motorcycles. Though intended primarily for use on streetbikes, it can also be used for mild adventure riding, too. Like all Garmin products, it uses Garmin’s collection of proprietary mapping products with domestic and international coverage. The Zumo 396 LMT-S packs a GPS-load of features for its price point. The unit features a 4.3-inch glove-friendly, sunlight-readable display which is resistant to harsh fuel vapors as well as UV rays it will likely find itself in the majority of the time. As far as software goes, users will have the ability to connect their smartphones via the Smartphone Link app which allows for hands-free calling, smart notifications, and control of music playlists. Live weather and traffic information can also be viewed when the Zumo 396 LMT-S is connected to your smartphone. Garmin Adventurous Routing helps riders find the best roads for motorcyclists with adjustable parameters such as hills, curves, and the option to avoid major highways. Automatic incident reporting and rider alerts are also helpful to give a heads-up for upcoming curves, animal crossings, and real-time traffic incidents. Wi-fi is also available for easily keeping your maps up to date. To round out the laundry list of features, the 396 LMT-S has a built-inservice log in which you can set notifications for service items such as brake pads, air filters, etc. to be checked. Shop Now Garmin zūmo 595LM – $700 The Zumo 595LM is Garmin’s top-of-the-line motorcycle GPS unit with all of the features of the 396 LMT-S and a larger 5-inch glove-friendly screen. Unfortunately, with the updates of the 396 LMT-S, there aren’t a lot of difference between the two anymore besides the ability to use Garmin’s Bluetooth tire pressure monitoring valve caps, oh and $330. If you prefer the largest screen possible, maybe the 595LM is for you, otherwise, the 396 LMT-S may be the way to go. Shop Now Garmin Montana 680t – $600 The Montana has been a favorite of off-road and adventure riders for many years. It has a large, well-lit, four-inch touch screen and enough memory to store tracks for a ride around the world. It also has the ability to store multiple map sets simultaneously, allowing you to switch from a hard-core topographic map set to a more road-friendly set, like City Navigator. Though the Montana is marketed toward hiking, there are plenty of riders we know who swear by them for use off-road. The Montana 680t features an eight megapixel rear facing camera which automatically geotags pictures helping you to better remember points of interest when looking back at your tracks. The 680t also includes a built-in three-axis compass with barometric altimeter and the ability to share your files with other compatible Garmin units wirelessly. A great unit for those focused on off-road riding while still being able to navigate the odd stretch of pavement here and there. Shop Now TomTom Rider 550 – $400 TomTom has been designing and manufacturing GPS units with a solid motorcycle pedigree for a long time. Several OEMs have partnered with TomTom for original equipment installations on premium streetbike models. Though TomTom seems to have lost the battle with Garmin for popularity, they still produce a quality product, which is seen in the Rider 550. TomTom’s maps, traffic, and safety camera alerts are all available to Rider 550 users for the useful lifetime of their GPS. Bluetooth smartphone connectivity is available for calling and messaging as is the ability to use Google Now and Siri voice controls with your connected helmet. Like Garmin’s adventure routing, TomTom too allows for elevation and curve level setting when constructing routes to deliver motorcyclists the desired thrill they are looking for. If you’ve got any friends, you can share your route through social media, email, or by GPX file with other compatible GPS units. Wi-fi updates are available to update maps wirelessly making staying current a cinch. Touchscreen sensitivity is also adjustable for thick or thin gloves to give users the most optimal touchscreen experience. The TomTom Rider 550 is a feature-rich GPS unit that punches above its price point. Shop Now Trail Tech Voyager Pro – $600 Let’s get this out of the way real quick, the Trail Tech Voyager Pro is not going to be the best on-road GPS unit on this list. It has road maps, but they are basic, and this unit will not provide turn-by-turn navigation. Think of this unit basically like an electronic paper map with a lot of features. The Voyager Pro from Trail Tech comes loaded with North American base maps with topo and hill-shading and other map regions outside of North America can be downloaded for free. The four-inch color touchscreen display is glove-friendly and is visible easily in all light situations. As with previous products from Trail Tech, the Voyager Pro can be connected via a multitude of sensors to your motorcycle to provide data like engine speed, coolant temp, battery voltage, speed/distance, and more. Bluetooth smartphone connectivity can also be had for phone and media controls. This GPS works more like a map with breadcrumb tracking features to keep tabs on your route while displaying the map on the screen. Another really cool feature is the ability to connect with your friends (as long as they also have Voyager Pros). Trail Tech calls this their Buddy Tracking feature which allows you to see up to 20 of your friends in real-time moving around on your map. There is also a distress button to let your fellow riders know that you’ve run into some sort of issue. While it’s fairly dissimilar from other units on this list, we think it’s a fun way to enjoy motorcycling on or off-road with friends or on your own while having unique motorcycle integration not found on other units. Shop Now Magellan TRX7 Dual Mount Trail and Street – $550 Magellan burst onto the scene with its handheld products several years before Garmin, who were focused heavily on marine and aviation units at the time. The company’s downfall would be its mapping software, which was cumbersome and ended up being much more difficult than Garmin’s impending software. Magellan’s software has since become more refined, and the TRX7 Dual Mount Trail and Street falls somewhere between the Garmin Zumos included on this list and the Trail Tech Voyager Pro for its on and off-road features. The rugged TRX7 features a seven-inch touchscreen display, making it one of the largest screens on this list. More than 160,000 OHV routes are preloaded onto the unit with 2D topo and 3D viewing capability, with updates available numerous times per year. Satellite view is available for an annual fee. Users can share tracks via Magellan’s community database to help discover new trails and routes together. If you’re looking to spend some time off-road, but don’t know where to go, check out the Magellan TRX7 Dual Mount Trail and Street. Shop Now And then, of course, there’s your phone: Apps – Google Maps, Map.Me, etc. Maybe you’d like to keep the tech mounted on your motorcycle to a minimum. We get it. No one likes a cluttered up handlebar-mounted by various gizmos and gadgets, or at least I don’t. You have a smartphone that can do just about anything besides delivering a child via cesarean. Wait, what? There’s an app for that?! Anyway, there are plenty of free and paid apps that will provide GPS-like navigation. We’ve included a couple below, but there are seemingly endless lists of navigation apps on the market. Do you use one that we didn’t include? Leave it in the comments section. Google Maps Google Maps is great because it’s probably on half of your phones already (really, I bet it’s more than half because we can all agree on its superiority over Apple’s joke of a map app – Says the guy who doesn’t have access to Apple Maps on his Android phone –Ed.). You can save areas for use offline should you plan to not have cell coverage while traveling and Google Maps offers one of the largest, if not the largest, amount of coverage worldwide. Not to mention, it’s the right price: Free fifty-free. Maps.Me Maps.Me is an app available for iOS and Android that allows you to download and use maps offline. Our own fearless leader, Mr. Brasfield, entrusted the app to guide him and his family around the bustling streets of Beijing while he was visiting China recently. He mentioned that despite being a half block off of a certain point of interest now and again, he was overall happy with the app. Visit the appropriate App store. 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 GPS appeared first on Motorcycle.com. Source

Smartphones have integrated themselves into almost every aspect of modern life. So, it should come as no surprise that people want to make them more accessible while riding their motorcycles. A well-placed phone can make it easier to follow GPS directions or check to see who the incoming call is from to determine if you should answer on your Bluetooth communicator. This has lead to a burgeoning selection of phone mounts for securely placing your smartphone on your bike where it can be easily glanced at. Here, we’ve gathered a listing of what we think are a few of the best motorcycle phone mounts that we know of. If we’ve skipped your favorite, let us know in the comments. Table of Contents RAM X-Grip Large Phone Mount with Handlebar U-Bolt Base Roam Universal Premium Bike Phone Mount for Motorcycle Rokform - Motorcycle Cell Phone Perch Mount Quad Lock Motorcycle Handlebar Mount Tackform Metal Motorcycle Mount RAM X-Grip Large Phone Mount with Handlebar U-Bolt Base An early player on the motorcycle phone mount scene, Ram Mounts has a deep well of accessories to draw from to make your phone stay on your motorcycle. Shown here is perhaps the company’s most universal mounts. The X-Grip cradle grips your phone tightly. The spring-loaded X-Grip cradle expands and contracts, allowing for a custom fit of your cell phone without obscuring your phone or requiring a bespoke phone case. Those who want a more secure fit can use the included rubber web that wraps around the four corners of the phone. While the X-Grip is cool, the real advantage of Ram Mounts comes from the wide variety of mounts for the X-Grip. Although the U-bolt here will accommodate rails from 0.50″ to 1.25″ in diameter, options for the steering stem and other locations are available. Pricing starts at $60. Bottom Line/Multiple mounting options are available from Ram Mounts Shop Now Roam Universal Premium Bike Phone Mount for Motorcycle Riders on a budget will appreciate the list of features on this inexpensive mount. The Roam Universal Premium Bike Phone Mount secures your phone with six points of grip, and the mount will adjust to any angle for convenient viewing while riding. Although those whose bikes with clip-ons are out of luck, the Roam mount will fit a wide variety of handlebars, ranging from 7/8” through 1-1/4” diameter. If your phone can fit within the 3.5-inch grip, you and your smartphone are good to go. The list of phones includes: iPhone X, iPhone XR, iPhone 8 | 8Plus, iPhone 7 | 7 Plus, iPhone 6 | 6s | 6 Plus. Samsung Galaxy S7 | Galaxy S7 Edge, Galaxy S9, OnePlus 3, HTC 11. Google Pixel / Pixel XL. All this for just $20. Bottom Line/An inexpensive alternative Shop Now Rokform - Motorcycle Cell Phone Perch Mount While the company has other mounting methods, Rokform’s Billet Aluminum Motorcycle Perch Mount is specifically designed for Harley-Davidson motorcycles. However, it will also fit metric cruisers and Indian motorcycles with 25mm – 50mm bolt spacing. Constructed of CNC Machined Aircraft Grade Aluminum, the Rokform mount secures your smartphone via a twist-locking system. Naturally, this requires a Rokform case, but the company stresses that this makes your phone part of a wide-ranging phone support ecosystem – not just a motorcycle mount. The Rokform Motorcycle Cell Phone Perch Mount retails for $100. Cases start at $40. Bottom Line/Part of an ecosystem of phone protection and mounting products Shop Now Quad Lock Motorcycle Handlebar Mount The Quad Lock Motorcycle Handlebar Mount is also part of a case and mount system with multiple applications. There is even a Universal Adapter that allows phones without a Quad Lock case to be used with the system. The company claims that the patented dual-stage lock holds your smartphone secure over the roughest terrain. To remove the phone from the mount the blue lever must be depressed, and the phone must be twisted 90°. While the handlebar mount is shown here, a variety of mounts are available, from mirror mounts to steering stem to 1-inch ball mounts. The Quad Lock Motorcycle Handlebar Mount retails for $50. Cases start at $30. Bottom Line/A patented dual-stage lock locking system for your expensive smartphone Shop Now Tackform Metal Motorcycle Mount Tackform Metal Motorcycle Mount is part of Tackform’s Enduro Series, which centers around an aluminum 20mm ball system, allowing for adaption to a wide variety of mounts. The clamp-style phone holder offers 360° adjustability, while the 6061 machined aluminum and high-strength industrial spring system offer a fail-proof grip on your device. The bar clamp fits handlebars sized 7/8 inches to 1 1/4 inches. Tackform also sells many different mounting options for motorcycles and other vehicles thanks to the company’s interchangeable parts and components. If your vehicle isn’t covered, you can build-your-own-system with individual pieces. The Tackform Metal Motorcycle Mount retails for $60. Bottom Line/A clamping mount with many mounting options Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Motorcycle Phone Mounts appeared first on Motorcycle.com. Source

Writing about oil is like discussing politics, guns, abortion, and religion all rolled into one. You’re sure to offend a few people, from the “any oil is fine as long as it’s changed regularly” set to the “I only use the most expensive stuff on the planet” types. Then the interval will raise hackles, too. I wish you luck, Ryan. Great, I thought to myself after Evans sent me the assignment. There are a few ways to approach this topic. I could try and defend marketing claims from major corporations about how great their oil is or, I could give some basic information about what makes motorcycle oil different, what certifications to look for, and a few options our staff has used or knows to be of good quality. I think I’ll proceed with the latter. What makes motorcycle oil motorcycle oil While any oil is better than no oil, there are properties that make certain oils better for motorcycles. The American Petroleum Institute (API) impacts the consumer market through the development and licensing of engine oil industry standards. The API, among other duties, works with automotive manufacturers to ensure oils perform at optimal levels for the requirements needed for vehicles to run as efficiently as possible. You may have seen the API logo on the back of certain oils, while some simply state that they meet API standards. Without the logo, the oil manufacturer is claiming they meet the standards, but have not paid licensing fees to the API. Motorcycles differ from automobiles in many obvious ways. One of those is how their engines use oil. A four-stroke motorcycle engine uses a combined oil system throughout the motor, gearbox, and clutch whereas in an automobile, (or two-stroke motorcycle) the engine oil is separate from the transmission oil. Friction modifiers and additives that may allow oil to perform better in automotive applications would actually be at the detriment of motorcycle engine wear and clutch performance. This led to the creation of motorcycle-specific JASO certifications. JASO JASO (Japanese Automotive Standards Organization) – the Japanese equivalent to the API – set out to develop its own standards specifically for motorcycles. The goal was to ensure oil properties and additives were acceptable for the unique environment found in motorcycle engines. In 1998, JASO T903 was introduced as the globally accepted standard for four-stroke motorcycle engines. Furthermore, JASO T903 is now broken down into four categories: MA, MA1 MA2, and MB. JASO MA: This standard specification is for oils that are used within one oil system (where the engine, gearbox and clutch use the same oil). These oils don’t contain any friction modifiers. JASO MA1: Is a lower standard specification for motorcycles that require different oils for the engine, gearbox and clutch. JASO MA2: Is a higher standard specification for modern motorcycles. These oils are suitable for use in motorcycles that have catalytic converters in the exhaust system. JASO MB: This is a lower standard specification for scooter engines, which has additional friction modifiers for lower friction to increase fuel economy. Like API mentioned above, JASO has a specific stamp of approval. If this stamp is not found and the JASO specification is only mentioned, the manufacturer is claiming its oil has been tested to pass the specification, but the company has not licensed the test from JASO itself. So which one is best? Oh boy. Without a comprehensive and scientific evaluation of all of the motorcycle-specific oils on the market including a detailed description of what “the best” means to ensure we’re talking objectively, I can’t really say. That’s not what we’re trying to do with this article. Like motorcycles these days, there are so many good oils on the market, you’d be hard pressed to go wrong with any of them. Routine maintenance, following your manufacturers recommendations, and a little bit of scrutiny to make it past the marketing hype will go a long way for ensuring that your motorcycle’s engine remains healthy and happy. That being said, there are other variables to consider. The weather where you ride, the type of motorcycle you’re riding, whether you’re riding a competition-only off-highway (street or dirt), among others. For my personal motorcycles, I use the manufacturers’ recommendations all the way down to the brand in my road bikes (even though I know it isn’t necessary). My dirtbikes get their oil changed much more often and I use Shell Rotella because it’s cheap and meets JASO MA2 specs. Things like price, availability, and personal preference have a lot to do with purchasing decisions, too. Oil grades (weights) as well as PAOs, Ester-based, and petroleum-based oils are further variables and a conversation for another time. The information above should be enough to ensure you pick the right kind of oil to keep your motorcycle performing as it should. Included below are known brands that our staff has used, currently uses, or believes to make great products. We may be missing some, but this is a sampling to get you started. Table of Contents Bel-Ray EXP Synthetic Ester Blend 4T Engine Oil Castrol Power 1 Liqui Moly 4T Conventional Street Oil Manufacturer’s brand Maxima Premium Motorex Formula 4T Motul 300V Shell Rotella Bel-Ray EXP Synthetic Ester Blend 4T Engine Oil Bel-Ray has a large swath of powersports lubricants in its line-up including on-road, off-road, PWC, and UTV/ATV applications. The EXP Synthetic Ester Blend 4T engine oil combines synthetic oils with select mineral base oils ensuring the highest level of protection and is suitable for air-cooled/liquid-cooled 4-stroke engines and wet clutches. Bel-Ray proudly manufactures all of its products in the United States. Certifications API SN JASO MA2 Shop Now Castrol Power 1 Castrol Power 1 is a fully-synthetic motorcycle oil. The addition of Castrol TRIZONE Technology is said to deliver uncompromised performance protection by providing protection to the three critical zones of engine, clutch, and gears in your bike. Triumph motorcycles having a partnership with Castrol should also lend ease of mind to those using Castrol motorcycle oils. Certifications API SN JASO MA2 Shop Now Liqui Moly 4T Conventional Street Oil Liqui Moly 4T Conventional Street Oil is a heavy-duty mineral oil formulated for air and water-cooled 4-stroke engines. Designed to deliver reliable lubrication, optimum noise damping and good wear resistance even under extreme conditions. Suitable for engines with or without a wet clutch. Certifications API SN Plus JASO MA2 Shop Now Manufacturer’s brand Of course, you can’t go wrong using the manufacturers branded oil. Pro Honda, Kawasaki Performance, and Yamalube are just a few names to mention, but you can ensure these oils will be a-okay for your machine. Shop Now Maxima Premium Founded in 1979 and headquartered in southern California, Maxima provides a substantial lineup of oils. From V-Twin to racing, both on-road and off, Maxima has the oil you need. Mineral based 4-stroke engine oil designed to ensure optimum protection, peak performance and positive clutch feel. Provides excellent film thickness and viscosity stability across all operating temperatures. Advanced, proprietary additive system keeps your engine running clean, trouble-free and extends the life of the machine. Certifications API SL JASO MA2 Shop Now Motorex Formula 4T Motorex Formula 4T is a modern semi-synthetic engine oil for 4-stroke motorcycles. Reliable lubrication, thermal stability and extends engine life. KTM has had a partnership with Motorex for some time now which should say something about the performance of Motorex oil, not to mention the company has been around for over 100 years. Certifications API SL JASO MA Shop Now Motul 300V Fully synthetic 4-Stroke motorcycle racing engine oil developed for Factory Teams. The 300V Factory Line lubricant takes advantage of the ESTER Core Technology to ensure maximum power output of the engine without compromising reliability and wear. Motul selects esters over other high performance synthetic base stocks and combines them with an innovative additive package to create a perfect synergy dedicated to the engine, gearbox and clutch. Certifications JASO MA2 Shop Now Shell Rotella Shell Rotella T4 Triple Protection 15W-40 is designed to provide hardworking protection that adapts to your driving conditions. With millions of miles of real world testing, Shell Rotella T4 Triple Protection 15W-40 uses a proprietary formula exclusive to Shell. It is designed to protect under the most severe engine conditions found in modern low-emission engines and older hard working diesel engines. Certifications JASO MA/MA2 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 Oil appeared first on Motorcycle.com. Source

As electric vehicles (EVs) become more mainstream thanks to the automotive industry, we see more and more information swirling around the internet. Unfortunately, not all of that information is up to date or correct at all. With battery tech improving drastically over the past decade, it can be hard to keep up with the current facts. Additionally, with so much information available, it can be hard to separate the wheat from the chaff to discern what’s true and what isn’t. To help spread awareness in that regard, Motorcycle.com has decided to focus on dispelling five5 myths you shouldn’t believe about electric motorcycles. Electric motorcycles are only good for commuters It’s true. Electric motorcycles (EMs) are great for commuters. Riding a motorcycle to work not only makes the commute more enjoyable, but in places that allow lanesplitting, it can be much faster. That’s not to say electric motorcycles aren’t any good for every other type of riding as well. The instantaneous torque is exhilarating in a way that’s unique to EMs, which makes for a lot of fun on twisty canyon roads. It’s easy enough to ride out to your favorite mountain lunch spot, plug in for an hour or so while having lunch and chatting with friends, and head back out as Evans illustrated in his Energica Esse Esse 9 review. Even touring has become a more viable option as charging stations become more prevalent. Harley-Davidson just shared a story with us in which a rider celebrated his 50th birthday riding his Livewire over 1,400 miles from the United States’ southern border to the northern border in Washington state. Sure, it still takes planning to enjoy electric motorcycles in a way that takes you out of the urban sprawl, but the versatility of EMs is ever-increasing. Electric motorcycles take too long to recoup cost With all things comparable, it’s easy to see how a motorcycle with an internal combustion motor versus an electric motor stacks up regarding cost. As the miles pack on, traditional gas motorcycles require more routine maintenance. While oil changes are relatively easy and don’t come around too often (depending on your riding habits), bigger maintenance jobs come further down the line such as valve checks. Zero Motorcycles portrays this fact in a graph on the “advantages” page of its website. As the miles rack up, the costs of an ICE motorcycle start to ramp up at a more significant rate than electric motorcycles. While EMs also show increased cost with increased mileage, the curve is much less pronounced. At the end of the day, how much you ride and which motorcycle you choose to purchase will play a large role in this comparison. Are the batteries built to last? Battery technology is always changing. Even within the last 10 years we’ve seen both battery capacity and reliability improve drastically. Most electric motorcycle manufacturers offer warranties that cover the motorcycle’s battery from three to five years. Additionally, manufacturers are continuously improving ways to ensure batteries remain operating at the optimal performance level as long as possible. Energica claims its current batteries will last between 149,000 to 249,000 miles before exhibiting a loss in performance. Some manufacturers such as Zero Motorcycles also have “hot-swappable” batteries allowing users to pull a few bolts and toss in a brand new battery. We should mention that while this is currently an option, extra batteries are not cheap. There aren’t enough chargers available As acceptance of electric vehicles becomes more prevalent, companies and manufacturers alike are investing in creating significant networks of charging stations at all levels. The image above shows the current map of chargers from Electrify America, one of the largest open DC Fast Charging networks in the United States. The company plans to install or have under development, approximately 800 total charging stations with about 3,500 chargers by December 2021. “Our 50kW to 350kW chargers will be available at charging stations near highways, and 50kW to 150kW chargers will be available in metropolitan areas,” says Electrify America. While companies like Electrify America focus on building DC/Level 3 charging stations along highways, there are still a growing number of level 1 and level 2 charging stations in urban settings. This is an important point to consider when purchasing an electric motorcycle. Currently, Energica is the only brand that supports all three levels of charging. But what about the range? Range has been the number one point of contention for electric vehicles from the beginning. As mentioned previously, battery tech has, and continues, to improve rapidly. Electric motorcycle manufacturers are now claiming city ranges up to 250 miles with highway claims over 100 miles. While that may not sound like much to some, on average, that gives the majority of Americans ample range for commuting. For longer trips, yes, there still needs to be a plan in place to ensure you don’t run out of juice, but EM manufacturers are also attempting to make it as painless as possible to schedule trips via apps that locate charging stations in your area or along your route. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Electric Motorcycles: 5 Myths You Shouldn’t Believe appeared first on Motorcycle.com. Source

We’ll admit this is an unusual ADV test. There are any number of competitors we could have lined up against the new-and-improved 2020 Honda Africa Twin. Honda’s dirt-focused ADV bike has received a host of changes to make it even better both on-road and off, but it has always felt most at home when the paved path turns to the loose stuff. However, the Suzuki V-Strom’s validity in this test shouldn’t be overlooked. A long-time favorite among the MO staff, we’ve always appreciated the ‘Strom’s performance, both on-road and off, even if it wasn’t the best in any particular category. Like the Honda, Suzuki has updated the V-Strom 1050 for 2020, and with both Japanese players getting refreshes, what better time than now to put them head-to-head? In Honda’s case, the Africa Twin’s makeover centers on its larger engine – 1084cc, to be exact – achieved through a longer stroke. Cradling the bigger engine is a revised frame with several little changes, including a narrower, bolt-on subframe, that make one significant difference. What’s less obvious to see is the hugely updated electronics package centered around a Bosch IMU, giving the Africa Twin the latest traction control, wheelie control, and ABS capabilities, among a host of other changes. If you’re curious to know more about the changes to both the standard Africa Twin seen here and the Adventure Sports version, we take an in-depth look at both bikes here. You can also read about my Quick First Ride of the standard AT, too. On the Suzuki’s side, the V-Strom 1050XT gets a more dramatic aesthetic makeover, taking design cues from the DR Big off-roaders to look more, well, off-roady. The 1037cc V-Twin that can trace its roots back to the 1997 TL1000 sees some different camshafts for better peak power. Better still, a change to ride-by-wire means the V-Strom finally has cruise control. Bringing the V-Strom into the modern age, it now comes with an IMU, too, reading yaw, pitch, and roll. Unlike the Honda, though, the ‘Strom uses the IMU mainly for cornering ABS and traction control functions. No wheelie control here. Also, ABS can only be disengaged by pulling the fuse under the seat. Not ideal. For a more thorough explanation of all the changes Suzuki made to the V-Strom, John Burns can tell you all about it in his First Ride review. Taking Trizzle Out Of His Comfort Zone Comparing these two motorcycles means getting a taste of each bike both on the road and in the dirt. Easy enough, since our ADV guy Ryan lives for this kind of stuff. But that also means we’d need a second rider – and that’s where Yours Truly comes in. Ryan’s checking his phone, posting about how funny it is that I’m dying trying – unsuccessfully – to keep up. The thing is, though, my skills in the dirt are approximately the inverse of my skills on the road. I generally prefer having the Earth NOT move underneath me while I’m riding, not least of which because I usually end up hurting myself when I give dirtbikes a try. But since I’ve dragged Ryan – our resident off-road guy – along to plenty of racetrack tests throughout his time as a MOron, it’s only right the tables are turned around on me. So, we bring you this comparison between the Africa Twin and V-Strom 1050XT from two very different perspectives: the off-road ace and the (terrified) noob. Since these bikes are street-legal, we did a fair bit of road riding, but also gave them a fair bit of time off the beaten path, too. As you’re about to see, the differences between them became apparent almost immediately. Not Identical Twins What we have with these two bikes is a tale of two engines. Both are Twins displacing over 1000cc, but that’s where the similarities end. The Suzuki, of course, splays its cylinders in a Vee while the Honda’s pistons reside right next to each other. Honda claims 101 hp at 7500 rpm (at least in Euro trim) with a torque output of 77 lb-ft. Suzuki, meanwhile, claims 106 hp at 8500 rpm and 73.8 lb-ft. At 6,000 rpm. Judging by our butt dynos, we’d say these claims are fairly accurate. They’ve been refining this now-1037 cc V-twin since the 1997 TL1000S. A large-volume catalyzer reduces emissions of hydrocarbons, carbon monoxide, and nitrogen oxides, enabling the new beast to meet Euro 5. Looking past the numbers, however, we get into how the engines make power. There are a number of changes to the V-Strom engine, including a change in camshaft profiles for both the intake and exhaust. The result is slightly more top-end power compared to its predecessor, at the expense of bottom-end grunt. By comparison, Honda engineers reached the new 1084cc displacement through a longer stroke compared to the previous model. Typically, longer strokes lead to lower rev ceilings, which means power is delivered earlier in the rev range. And that’s exactly the case here. “Upping the [Suzuki] horsepower figure is great, but at the detriment of torque for a street/adventure bike doesn’t make sense to me,” Ryan notes. “To make matters worse, the bike has lost much of its low-end grunt that previously made the V-Twin so appealing.” The AT’s longer stroke now puts its cubic centimeter count at 1,084cc. It’s not a huge difference on paper, but you feel it on the road. Bore dimension stays the same. Both standard and Dual Clutch Transmissions are available on all Africa Twin variants. At the other end of the spectrum is the Africa Twin. Its engine pulls cleanly from as low as 2,000 rpm, with linear, accessible grunt that doesn’t feel like you’re straining it to get moving. Its transmission clicks from gear to gear as slick as you like, the ‘Strom feeling a little more mechanical in comparison. If the manufacturer’s claimed power figures are anything to go by, then we’re dealing with two engines that, despite their marginal size difference, basically make the same amounts of power. But from where the rider is sitting, both Ryan and I agree the Honda feels like the more powerful and responsive of the two. This feeling likely has something to do with the extra 49 pounds the Suzuki carries around. On our electronic scales, the Honda weighed in at 495 pounds, the Suzuki at 544 pounds. On-Road Manners Despite its revamped adventure style, Suzuki says the new V-Strom 1050 XT is biased towards street riding. The first sign of this is its street-biased (tubed) tires, but a closer look will discover the Suzuki’s 19-inch/17-inch wheel combo is smaller than the Honda’s 21-/18-inch setup, giving it better street manners. Here’s Ryan: “Both bikes work well on the road and would be a pleasure to tour with. [Side note: neither bike comes with luggage, but the aftermarket is full of them.] In the twisty sections of said tour though, the V-Strom steers quicker, whereas the Africa Twin takes its time bending through corners due to the difference in wheel size.” “Jumping from bike to bike, the wide-open cockpit of the Africa Twin is immediately noticeable. The V-Strom has a much narrower handlebar that’s also a fair bit lower. Thankfully, on the freeway, the AT’s dash and small windscreen do a pretty good job of not turning its rider into a sail at speed. The overall nod for wind protection between these two goes to the Suzuki though, thanks to its much taller windscreen.” Flipping that clamp up lets you adjust the windscreen height. Good luck doing it while the bike is moving. What Ryan is forgetting to mention is the V-Strom’s adjustable windscreen, which lends to the greater wind protection. However, Suzuki gets a demerit point for placing the latch to adjust the screen right above the headlight, forcing the rider to stop and get off the bike if they want to move the screen up or down. Even though Ryan and I both measure at 5-feet, 8-inches, I didn’t have much of an issue with the Honda’s ergonomics on the road. The short, stationary windscreen pushed the air away from my chest and over my head, where it then created some turbulence and buffeting. Over extended distances, I found myself extending my arms on the Suzuki a little more than I’d like to reach the bars. On the Honda, the seat-to-bar distance felt a tiny bit closer, allowing me to keep more of a bend in my elbows. But while I was more concerned with upper body comfort, Ryan took issue with the seat positions on both bikes. “In the lowest position they both gave me a less than comfortable bend at the knees over time while seated. Despite my 30-inch inseam, I would rather keep both seats in the higher position, even if it meant the ground would be further away.” I didn’t have as much discomfort with the hip/knee placement, but I do agree with Ryan about the higher seat position being more comfortable. Thankfully it’s easy to move the seats on both bikes in either the high or low position. Personally, I found the Honda’s cockpit a more pleasant place to be. The reach to the bars is shorter, the seat is marginally more comfortable, and the bright, colorful, and clear TFT display is easy on the eyes. It truly is an impressive thing to look at, even in broad daylight. To its credit, the Suzuki’s LCD gauges give all the necessary information and would have been considered very attractive and cutting edge – ten years ago. In its current trim, the ‘Strom’s 1037cc V-Twin gargles and struggles underneath 4,000 rpm, though it sings quite nicely above that mark. Like other Suzukis, the ‘Strom’s Idle Speed Control will pick up the revs a touch if you gently release the clutch from a stop without any throttle, helping to avoid stalling the bike. Once moving on the road, you’re shifting the Suzuki like a bike with much less displacement to keep it in the sweet spot of its powerband. It’s a strange sensation to be shifting the ‘Strom so much, but it really doesn’t like to be below four-grand. Then, once you’re in the powerband, the Suzuki moves with intent – but I’d hesitate to call it urgency. There’s plenty of power on tap to evade cars, of course, but if you’re already at cruising speed and plan to make a pass on the highway, you’ll have to prepare for a downshift (or two) and a healthy whack of the throttle. To be fair, the Honda doesn’t move with much urgency when you’re high in the revs either, but it wins out with its bottom-end grunt and smooth, linear powerband. The ride quality on either bike is comfortable on the road, but the Suzuki’s slightly firmer suspension is evident on the road, as the ‘Strom is clearly the more sporty of the two. Combine the suspension travel with the smaller wheels and street tires, and the Suzuki understandably excels when the road gets twisty. It’s quicker to turn, but the narrow handlebar makes you wonder if you could attack the corners even more aggressively if it was wider. Then again, if you’re looking to attack the corners much more aggressively, the V-Strom is probably the wrong bike for you, anyway. Wider bars would be a welcome addition anyway once you leave the tarmac, but we’ll get to that in a moment. For its part, the Africa Twin makes no secret it prefers to be off road than on. It’s noticeably slower to turn than the ‘Strom, due in part to the larger wheels and tires, but also partially because of its longer wheelbase. However, its wider bar gives significantly more leverage so you can muscle it around and keep chase with your buddy on the ‘Strom. The beauty of both bikes is how seamlessly the electronics operate and intervene – if they even do. It’s hard to tell. The Africa Twin integrates the latest Bosch MM7.10 IMU and all the advantages it brings to the table, like cornering ABS, traction control, engine brake and wheelie control. Apart from the latter, if we did trigger the interventions to kick in on the road, we honestly couldn’t tell. The system is that advanced. The level of adjustment, all available from the left switchgear or the touchscreen, is equally as impressive. Suzuki didn’t skimp out with the V-Strom either, adding an IMU as well. Its operation is also hard to tell on the street, though you only get ABS and traction control. Both bikes allow you to adjust the TC levels, but the Honda has seven settings (eight, including off) while the Suzuki has three (four, including off). While the Suzuki may be the more road-oriented bike between the two, Ryan and I thoroughly enjoyed the Honda on the pavement. It doesn’t give up much, if anything to the Suzuki. Sure, it handles a little slower, but you can still muscle it around if you please. What it boils down to is the Honda’s refinement, along with the joy we get from opening the throttle and letting the 1084cc Twin sing. No matter which engine you choose, we saw fuel mileage numbers that were nearly identical: 42.3 mpg for the Honda, 42.6 mpg for the Suzuki. Both have at least five-gallon tanks (5.3 gallons on the V-Strom), so you can go pretty far before a refill. Off-Road Manners Well, this is a little awkward. The Honda gets our street nod despite the fact that the Suzuki was meant for the roads. What happens now, when we take the bikes to the Honda’s territory? As you can probably imagine, the gap between the two grows considerably. I’ll let Ryan explain why. The 2020 Africa Twin’s chassis upgrades from the suspension to the frame itself seem to keep an already stable machine even moreso. Riding the bike fast down rocky Jeep roads is a real treat. Most bikes with some ground clearance and travel can meander their way through obstacles off-road with good line selection. What sets a capable adventure bike apart is how well it can handle those obstacles when the pace picks up. A 495-pound bike with a 1084cc parallel-Twin needs to be well-sorted in the chassis department to be usable in adverse conditions, and the Africa Twin is just that. Riding the Suzuki V-Strom 1050 XT off-road is an entirely different experience. Sure, it doesn’t have dedicated off-road modes dialing in TC levels, engine braking, or throttle response, but it does allow for a few levels of TC (including the ability to turn it off). It also has a selection of power modes. The biggest disappointment with the Suzuki’s off-road electronics is the inability to disable ABS without pulling a fuse. With their standard tires, both bikes push the front in sandy conditions, but the V-Strom’s smaller wheels and street-biased tires make the soft stuff especially tricky. The street-oriented Suzuki does fine off-road. It’s fairly easy to manage as long as the speeds are kept in check. When you start pushing the pace on the V-Strom, you feel like you’re inevitably going to break something. Two major factors of the Africa Twin’s off-road performance can be attributed to the wheel sizes and suspension. The AT’s Showa suspension gives the bike over nine inches of travel at each end and nearly 10 inches of ground clearance. In addition, its stock settings provide ample damping for rocky terrain while staying compliant in sandier sections. Once the pace ramps up, or if you find yourself riding one type of terra more than the other, you’ll likely want to start making adjustments, of which the AT offers compression, rebound, and preload both fore and aft. The Africa Twin’s 21/18-inch wheel combo not only helps with off-road maneuverability, but also gives riders access to a large swath of tires ranging from road going meats to full knobbies. The tall wide bar on the Honda lends a dirtbike-esque position while standing and the short windscreen stays out of the way for when the riding gets more aggressive. On the Suzuki, the shorter, narrower handlebar puts the rider in a slightly awkward position and also forces the rider closer to catching the top of its windscreen to the helmet, or worse, the throat. While Ryan clearly favored the Africa Twin off-road, the beauty of the Honda is how much easier it is to ride off-road for someone of my lame talents. Many of the attributes Ryan favored off-road, also made the dirt portion less terrifying for me, too. Considering the massive difference in speed the two of us have off-road, I noticed two main benefits: the tires and the chassis. In harder-packed terrain, the V-Strom isn’t so bad. Just don’t expect to push the pace. Having the larger wheel/tire combo, I could tell the AT rolled over obstacles noticeably better. In contrast, the Suzuki had a harder time with obstacles. Its decreased suspension travel didn’t do it any favors, either. Adding dirt to the ‘Strom’s wound (pun intended), the street-biased tires didn’t do it any favors in the sandy stuff, either, as the front pushed easily. We’ve already mentioned the Suzuki’s ABS, and the need to pull a fuse to turn it off. The Honda’s Off-Road riding mode gives you the softest power application but also activates Off-Road ABS. We thought this meant rear ABS deactivation – it doesn’t. Instead, there’s an off-road ABS algorithm. While it’s highly sophisticated, both Ryan and I (though more so Ryan) preferred turning ABS off entirely. Something you can easily do with a few button pushes. Winner If you’ve read this far, the winner should be fairly obvious. By all our metrics the Suzuki V-Strom was satisfactory at best, which, in a way, continues the reputation the ‘Strom has long had as a motorcycle that doesn’t necessarily do anything wrong. In this case, though, the Honda simply does everything better. Here’s Ryan: The 2020 Africa Twin is a serious contender for adventurers shopping the 1,000cc-plus adventure market. The new AT is packed with the latest tech, a significant engine upgrade, and chassis updates that give the base model even better off-road performance than the previous year. Suzuki’s V-Strom 1050 XT received a complete facelift for 2020, but under that new retro DR Big styling we have a slightly revised 23-year old engine, with electronics that are just starting to catch up to what is deemed as acceptable these days. Combine that with an MSRP $400 higher than the base Africa Twin, and you’ll understand my skepticism. A perennial favorite, the V-Strom is continually “just good enough.” Ah, yes. Price. The final nail in the Suzuki’s coffin is its MSRP. As tested, the V-Strom 1050 XT will set you back $14,799. The Honda? $14,399. To be fair, the base V-Strom can be had for $13,399, but you give up a center stand, crash bars, and cruise control in the process. You also get cast wheels – practically a non-starter if doing anything off-road is in the cards. Here’s Ryan again: Troy already said it in his Africa Twin review, but that motor. Dang. The difference between the previous mill and this new stroked parallel Twin is night and day. The Honda delivers significant punch under 2,000 rpm and keeps the party going well into its mid-range. The power is tractable and easy to manage both off-road and on. If you don’t want to be the one responsible for reining yourself in, there are plenty of electronics to tweak to keep yourself from getting out of control. Honda also delivers this increased performance while managing to shave 5.5 lbs off of the motor. Meanwhile, Honda’s revamped Africa Twin is seriously good, on-road or off. In terms of rider aids, these two couldn’t be further apart. The Honda introduces a mind-boggling amount of electronic adjustment while the ‘Zuki skates by with the bare minimum by today’s standards. Still, both can be appealing to different riders. Sure they can. But to the two riders involved with this test, the choice was clear. Honda’s Africa Twin all the way. Troy’s Gear Helmet: HJC RPHA 90 Tanisk $450-$455 Jacket: Alpinestars Tailwind Air Waterproof Jacket Tech-Air Compatible $400 Airbag: Alpinestars Tech-Air Street Vest $800 Pants: Alpinestars Crank Riding Jeans Discontinued Gloves: Alpinestars SP-2 v2 Gloves $140 Boots: Alpinestars Faster 3 Rideknit Shoes $180 Ryan’s Gear Helmet: Klim Krios Valiance Helmet $500 Jacket: Klim Baja S4 Jacket $550 Pants: Klim Baja S4 Pants $550 Gloves: REV’IT! Sand 3 Gloves $120 Boots: SIDI Adventure 2 Gore-Tex Boots $450 Pack: Kriega R15 Backpack $139 2020 Honda Africa Twin + Highs Killer engine Impressive electronics Just gets better off-road the faster you go – Sighs Steers a little slow on-road Engine protection is a must – it’s awfully vulnerable Navigating the electronics is pretty daunting 2020 Suzuki V-Strom 1050XT + Highs Fresh redesign Nice street manners Cruise control! – Sighs Engine’s gutless below 4,000 rpm Not nearly as capable off-road as the Honda Why can’t I push a button to turn off ABS? Specifications Honda CRF1100L Africa Twin Suzuki V-Storm 1050XT MSRP $14,399 $13,999 base $14,799 (as tested, with cruise control, center stand, handguards, tool-less adjustable windscreen) Engine Type 1084cc liquid-cooled, four-stroke 22.5˚ parallel-twin 1037cc liquid-cooled, four-stroke 90˚ V-Twin Bore and Stroke 92.0 mm x 81.5 mm 100.0 mm x 66.0 mm Fuel System PGM-FI electronic fuel injection (Throttle By Wire) Fuel injection, Ride-by-Wire Compression Ratio 10.1:1 11.5:1 Valve Train Unicam, 4 valves per cylinder 4 valves per cylinder, DOHC Transmission 6-speed Manual 6-speed constant mesh Final Drive #525 Chain; 16T/42T Chain, O-ring type, RK525SMOZ8, 116 links Front Suspension 45mm inverted telescopic fork; 9.1 inches of travel 43mm KYB Inverted telescopic, coil spring, oil damped, fully adjustable(?) Rear Suspension Pro-Link system w/ single shock; 8.7 inches of travel Link type, single shock, coil spring, oil damped, preload and rebound adjustable Front Brake Two four-piston hydraulic calipers w/ 310mm disks; ABS Tokico, 4-piston calipers, 310mm discs, ABS Rear Brake Single one-piston hydraulic caliper w/ 256mm disk; ABS Nissin, 2-piston, single disc, ABS Front Tire 90/90-21 110/80R19 M/C (59V), tubeless Rear Tire 150/70R-18 150/70R17 M/C (69V), tubeless Rake/Trail 27.5° / 4.4 inches 25.5° / 4.3 inches Wheelbase 62 inches 61.2 inches Seat Height Standard position 34.3 inches/Low position 33.5 inches Standard position 33.5 inches/High position 34.3 inches Curb Weight 495 pounds (measured) 544 pounds (measured) Fuel Capacity 5 gallons including 1.0-gallon reserve 5.3 gallons Ground Clearance 9.8 inches 6.3 inches Available Colors Matte Black Metallic Pearl Brilliant White/Glass Blaze Orange, Champion Yellow No. 2 The post 2020 Honda CRF1100L Africa Twin vs. Suzuki V-Strom 1050XT appeared first on Motorcycle.com. 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What makes for the best motorcycle gloves? That’s a loaded question, we know. How could we at MO possibly know what the best motorcycle glove is for you and your situation at any given moment? Well, to be honest, it’s because we’re moto-wizards. Ageless beings that hold the secrets of the universe among our homes offices. We know all, what has been and what will be. Including what’s best for you, same as your parents. In all seriousness, there are an endless amount of variables that will influence what the best motorcycle glove is for you at any point in time. What we’ve done is highlighted a glove in each category that we’ve tested over time and deemed an exceptional option in it’s own space. Everyone’s entitled to their own opinion, but these are some of our favorites. Table of Contents Alpinestars SP X Air Carbon V2 Glove Racer Sprint Gloves FLY Racing Kinetic Shield Gloves Alpinestars Oscar Robinson Gloves REV’IT! Dominator GTX Gloves REV’IT! Jerez 3 Alpinestars SP X Air Carbon V2 Glove “This shorty warm weather vented glove features a chassis constructed out of a combination of perforated leather and stretchable mesh, which accounts for both the comfortable fit and the cooling breeze it flows – enough, in fact, to get quite cool during the springtime temperature drop after dark. The precurved fingers have accordion panels for padding and ease of movement, while the externally seamed protective leather layers are perforated. Although the bulk of the inner fingers is constructed of leather, mesh fabric makes a cooling appearance in the crotches where the fingers meet the hand. As with all Alpinestars performance gloves, the pinky finger gets a leather support to keep it from being bent away from the rest of the fingers in a crash. Another nice addition is the touchscreen-compatible index fingertip on both gloves.” – Evans Brasfield MO Tested: Alpinestars SP X Air Carbon V2 Glove Review Also noteworthy: Racer Mickey comfort on par with all of the Racer gloves we’ve tested, which is to say they’re dang near perfect out of the box excellent protection and breathability Affordable Alpinestars SP-2 Touchscreen compatible Full-grain leather construction with gauntlet style fit Hard sliders on the palm and knuckles for additional protection Dainese 4 Stroke Evo Race gauntlet levels of protection in a short cuff glove Good tactile feedback They take a while to break-in Shop Now Racer Sprint Gloves Racer’s newest short-cuff glove is the Racer Sprint, a well-ventilated summer glove that should offer plenty of protection to keep your digits comfortable and safe. Throughout California’s warm temperatures, I have had no issue using these gloves during press launches, shootouts, and personal rides. These gloves have been incredibly comfortable from day one and offer excellent dexterity while riding. Unfortunately, I did have a seam bust somewhat early on, but it is worth the cost (or going the DIY route) to fix them. These gloves, and the others mentioned below, walk the line between warm weather street gloves as well as adventure riding options thanks to their ventilative properties. MO Tested: Racer Sprint Gloves Also noteworthy: REV’IT! Sand 3 Excellent ventilation Flexible knuckle allows natural movement of the hand without binding The mashup of leather and textile provide a balance of breathability and protection Snug fit KLIM Baja S4 Fit is slightly larger than other gloves I’ve tried Leather and textile work together to provide protection and ventilation Soft rubber sliders are lightweight and flexible Shop Now FLY Racing Kinetic Shield Gloves There really isn’t much variety in dirtbike gloves. They’re all pretty similar. The things we look for are fit and durability and the FLY Kinetic Shield gloves ticks both of those boxes. The Kinetic Shield gloves are on the tighter side, and the fingers seem a tad longer than other gloves I’ve tried. Still, the amount of stretch in both the fingers and across the back of the hand keeps them from being too constricting. As with most MX gloves, there is zero padding on the back of the hand. The palm is a Clarino-type fabric with a few reinforced areas which stretch all the way up the fingers and thumb. The pointer and index finger are also lined with silicone stripes to give extra grip at the levers. These are usually the first things to start peeling off, but I’ve only had a small piece come off on the left glove. I consider myself pretty picky about the way my gloves fit, both on the street and off-road, and these are my favorite pair. These gloves have lasted through rigorous off-road testing and multi-day trips and are still looking pretty good. MO Tested: Fly Racing Kinetic Shield Gloves Review Shop Now Alpinestars Oscar Robinson Gloves Cruiser and cafe style gloves share a few similarities. Subtle branding, neutral tones, and leather. I used the Alpinestars Oscar Robinson on a daily basis for a long time. The black leather and vintage styling transcends genres of moto gear and certainly ticks all the boxes for cruiser and cafe style. This simple glove is made of leather with synthetic reinforcement on the palms, has padding on the knuckles and fingers, and a top side Velcro closure. Fit was spot on for me with other Euro brands, including Astars, and has a slight pre-curve for comfort at the bars. Shop Now REV’IT! Dominator GTX Gloves The REV’IT! Dominator GTX is a high-tech glove bringing together a multitude of materials into a well thought out, protective and weatherproof design that’s comfortable day in and day out. Check out the full review for a breakdown of all the materials used. During various trips in adverse weather conditions, the Dominator GTX has kept my hands dry and warm. While I’ve managed to not test the protection aspects, I believe this glove would provide substantial protection in the event of a get off. To add to all of that, these gloves are extremely comfortable, too. MO Tested: REV’IT! Dominator GTX Gloves Review Also noteworthy: Dainese Universe Gore-Tex The lack of thick insulation allows the rider to more easily feel the warmth from heated grips Also due to the lack of insulation, tactile feedback is quite good The elastic wrist closure gives a secure fit and allows riders to use the glove both over or under the cuff of their jackets Shop Now REV’IT! Jerez 3 The Jerez 3 is REV’IT!’s top-o-the-line race gauntlet and can be found on the hands of top racers the world over. Think big names like Alvaro Bautista and Danilo Petrucci. Protecting riders racing at those levels is no task to take lightly, and judging by the technicality of the Jerez 3, it’s clear REV’IT! has put in the research and development. Fit, protection, and performance are simply some of the best I’ve had the opportunity to test. MO Tested: REV’IT! Jerez 3 Glove Review Also noteworthy: Dainese Full Metal 6 Stretch panels and materials allow for excellent mobility Considerable protection is achieved through materials and sliders Goatskin palm gives great feedback Alpinestars SuperTech Excellent fit with the exception of one oddly long middle finger Top-level protection derived from MotoGP Very comfortable once broken in 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 Gloves appeared first on Motorcycle.com. Source

2020 BMW S1000 XREditor Score: 91.5%Engine 18.0/20Suspension/Handling 14.75/15 Transmission/Clutch 9.0/10Brakes 9.5/10 Instruments/Controls4.75/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 9.5/10Desirability 9.0/10Value 8.0/10Overall Score91.5/100 Frankly I was a little intimidated when I saw the all-new 2020 BMW S1000 XR sitting there in the warehouse. It’s large, and the seat’s not low, and the battleship gray and sharp prow reminded me of touring the USS Iowa. It fired up with a raspy bark when I climbed into the stiffish saddle. You barely even need to let things idle anymore before you take off, but I usually do anyway (the computer on this one will only let you past certain rpm points as it warms up). Still, its 6%-lighter engine and 7%-lighter drivetrain doesn’t like it when I try to ease away with minimal rpm; it snatches and jerks and I almost kill it a couple of times before I remember what I’m dealing with here (I’ve been riding a lot of Rebel 500s and Burgman scooters lately). Give us some revs, you pansy. Oh yeah, that’s more like it. Even then, though, the new XR’s 999 cc Four-banger doesn’t seem entirely happy rolling around town in stop-and-go mode, kind of hunting and pecking. At low rpm, engine response doesn’t always seem to be directly proportional to throttle tube rotation. The rest of the bike seems happy, at least. Very happy in fact: Our totally revised Dynamic ESA Pro (Electronic Suspension Adjustment), in conjunction with an all-new frame and linkage-free rear suspension, serves up a supremely plush ride in Road mode (there’s also Rain and Dynamic) that offsets the sternness of the seat. The base XR doesn’t get the “ESA Pro” version, but it’s a software update BMW suspects 99% of buyers will spring for and part of the Premium Tech Package [$2,075] or the Premium Package [$1,100] – neither of which contain cruise control. Which is contained in the Select Package [$1,175]. Got it? BMW says: The key to the advance in suspension design is a new control-valve technology that is based on the conventional shim package familiar from racing. This enables the engineers to implement soft compression damping (important for comfort) and stiff rebound damping (important to prevent bouncing). In parallel, the electronic damping valve acts as a bypass in real time (cycle time: 10 ms) so that at any given instant, the damping is optimum for whichever manoeuvre, deceleration, acceleration, lean angle the rider chooses. This is accompanied by perceptible progress in the field of friction reduction to increase sensitivity. Larger piston diameters, bigger oil volume, lower system pressures, better anti-friction coatings and a new swing arm with direct-mount rear shock ensure that initial rear shock action is plusher than ever before. As on the predecessor, spring travel is 150/150 mm (f/r, with lowered suspension -30 mm). However, the new linkage-less rear shock offers less progression during short and medium suspension travel action, meaning more spring travel is now usable under normal riding conditions. Ergos We’re in a smidge sportier riding position than the previous XR model, scooted forward 20mm and grabbing a 10mm-lower handlebar that’s 30mm narrower. It’s still super upright and naturally comfy. BMW’s marketing research for the XR tells it this bike is all about highly-educated feral people who were raised on big inline-Four sportbikes, and now wanting that kind of high-revving performance without the wrist-intensive ergonomics. Even though there’s a new rubber mount for that handlebar, though, we seem to have regressed almost to the original 2015 bike’s buzziness – which was the biggest complaint about it. If you’re buzz-intolerant, schedule a test ride before you sign anything. (Then again, our test bike seems to be smoothing out as it approaches 700 miles on the odo: Do engines get smoother with miles like gearboxes do?) BMW has changed the gearing a bit, giving the bike longer legs in 4th, 5th and 6th gears for lower rpm at cruising speed (8% lower in top), but the bars still tingle, and you can feel it in the bodywork and even in the new 6.5-inch TFT display. But not in the seat and footpegs. I flip on the cruise control and go light on the bars, and it’s no big deal. I come back to the Iowa again: Like that boat, this one is not the sumptuous, teak-panelled vessel I expected FDR’s Air Force One would be (back before there was an Air Force). It’s all thick gray steel and serious business, and it’s only really actualized when hurling Volkswagen-sized explosive shells at things over the horizon. It’s not that the XR isn’t a nice place to be at 85 mph on the freeway, it’s just that a GS or RT would be far more relaxing. But that’s not why the 50-year-old XR customer is here – BMW’s research says these guys are anti-GS. What matters for them is that the XR is a far nicer place to be than an S1000RR if you’re planning on being gone all day or for a night or two. When you hit yon winding two-lane, you begin to understand what the Iowa was designed for: It wants to go fast, shake ‘n bake fast. Switch to Dynamic with a press of the Mode button, and the suspension swings into battle stations along with the throttle response. If the engine’s a little flat in the middle, it’s only because you’re doing it wrong. There are 158 horsepower in there, but they’re between 11 and 11,700 rpm, which is easy enough to access given the freakish oversquareness of this engine; it wants to scream, and does a fine imitation of the hairiest old race-piped literbike you’ve ever ridden. The 79.4-ft lb torque peak is at 9400, but at least that curve is nice and flat, and 80% of it is online at just over 4000 rpm. By 6500 revs, you need to be holding on, and beyond 8000 you’re glad Chewbacca is at the controls. Well, he isn’t really, but the latest in BMW nannyware is there to keep an eye on you. It felt like a good day to attempt some wheelies for the camera, since there’s a new wheelie control system in the package thanks to a new, 6-axis IMU. Hard as I dared twist the throttle in first gear, though, the front wheel never quite came up more than an inch or three. Finally, I was flooring it from stops all the way past 11,000 rpm, same result. I coulda clutched it a bit, but, but I was afraid… Know before you go Later, I figured out that wheelie control is on the middle setting, 2, in the Dynamic mode I had the bike in, where she’s rigged for “optimum acceleration.” Switching to Dynamic Pro lets you dial wheelie control back to 1, and then I was able to scare myself repeatedly by whacking it open on a freeway ramp in first gear. Supposedly there’s no danger of over-rotating, but my wrist never did manage to keep it pinned as I’d instructed it to. Real wheeliers will still look down their nose at power ones. For them, Dynamic Pro also allows the turning off of all life-saving devices. Another fun new electro-gadget would be the lean-angle display that comes up when you’ve got the TFT display in Sport mode. Try to resist looking at it mid-corner, but it’s tell-tale lets you know how far you’ve leaned in both directions, and it resets every time you turn off the bike. I was stuck at 45 degrees on both sides for a while, but with a little more time on the bike got to 47! Stupid fun. That got the pretty good Metzeler Roadtec 01s feathered to the edges, and nothing drug except my boot edges, not even our optional centerstand. In Dynamic mode, in corners usually taken in 2nd gear on most bikes, twisting the XR’s throttle hard at the exit barely gets a twinkle from the DTC lights. It wants to be dropped into first gear and pinned, and then you’ll see the display light up and feel the rear tire stepping out a bit. More stupid fun. Is it any faster? Who cares! There’s a quickshifter in here too, which nails the 1-2 upshift nicely every time, but which had me using the clutch in the time-honored fashion for the downshift into first. It needs too much pressure otherwise. Oh hey wait, there’s my problem! In Dynamic mode, engine power is reduced in 1st and 2nd gear. You’ll pony up for Dynamic Pro if you want it all. My bike had it, I just didn’t have it set there. Always RTFM before you ride, kids. Our camshafts are now powered directly from the crankshaft – the intermediate gear for halving engine speed is now located directly inside the cylinder head. Oil and water pumps are combined to form a compact module. Conduits/hoses for the water and oil cooling circuits were kept to a minimum, while achieving a high level of impact resilience. To reduce the overall width by more than 12mm compared to the predecessor engine, there is now only one gearwheel on the crankshaft; the starter’s primary reduction gear meshes directly with the clutch or primary gearwheel… In order to reduce the overall height of the engine, the length of the heat-treated steel rods was reduced by 4mm, to 99mm – and weight is 10 % less than before. Tote that up, Jethro, and the new engine weighs 11 lbs less than the last one. Stopping Ringing down to the engine room for Stop is just as impressive as Full Speed Ahead. Two 320mm discs up front clamped by four-piston calipers, and controlled by the latest in lean-sensing ABS tech, allow you to brake until the rear tire’s squirreling around behind you (or stoppie in, you guessed it, Dynamic Pro mode) – and you can deactivate rear ABS for track days if you need to. We’ve also now got Hill Hold, as well as Dynamic Brake Control, which makes sure the throttle is shut when it senses panic braking. Maybe even better, “the dynamic brake light (DBL) is also activated: the brake light flickers and the hazard warning flashers come on, warning following traffic that the rider is slowing sharply.” In Dynamic mode, natch, your suspension is not only bump absorbent but also keeping the bike on an even keel no matter how hard you ride. thanks to ESA’s digital preload adjuster. Pretty much everything about the new XR, from its powerband to its electronics to its new suspenders, seems to conspire to make you ride it like a maniac, hard on the gas then braking hard enough to get the rear end light. The other thing about the lean angle indicator is that you register bigger numbers by braking later, then throwing the bike harder on its side deeper into the corner. That’s a good training aid for wannabe racers, but probably more wisely used for track days than on public roads. Anyway, after an hour or two learning not to fear the beast, by the end of my first day slithering in and out of corners, I felt like Fay Wray safely in King Kong’s paw. And now it’s been hanging around for a month, I trust this BMW to do the right thing more than I do myself, and I care not at all that its low-rpm fueling is imperfect. Lots of motorcycles, mostly lighter ones, are going to be just as fast on tight roads as this one, but few will get your heart pounding like one that has 158 horsepower and encourages you to use most of them most of the time. And on faster, flowing roads or a race track, the XR is going to say Tschüß! to just about anything with less power. The BMW’s size is part of its charm, it’s a big dancing bear, 514 pounds on our scale with a full fuel load. That’s actually not at all bad considering our bike has an optional centerstand, luggage mounts, and a shedload of heavy electrons. The optional Carbon Package (side panels, front fender and rear hugger) removes some weight, looks great, and lets the world know you can spare $1700. I didn’t know the XR was there til we parked it in the sun. There’s also an “M” on the carbon pieces, the mark of special BMW autos that it’s now begun applying to motorcycles. Branding! Wheels lifted from the RR are also about two pounds lighter apiece. In fact, BMW went to great lengths to make the bike lighter. The new one’s supposed to be 22 lbs (10 kg) lighter than the outgoing model, and lighter than its competitors as measured by a German metric many of us can appreciate: BMW claims 498 pounds with 5.2 gallons of fuel for the base model; our bike with centerstand, luggage mount and fog lights, weighed in at 514 on the official MO scales. Not bad. Actually quite light for a thing that looks like the Iowa. What else is new: BMW Motorrad Connected App with arrow-guided navigation: You can spring for a Nav unit, or just use your phone to call up directions on the TFT display – you can import routes or use multiple-waypoint-guidance. Better aerodynamics: BMW says we’ve got a 7% better drag coefficient, and the bike did treat my helmet pretty well on the freeway with the two-position standard screen in its high position. Flip it to low when you get to the curves with one hand from the saddle. The new bodywork gives more coverage to upper thighs and lower legs (also a fair amount of heat on the right leg). LED lights and slim front turn signals are standard; the Headlights Pro option gets you DRLs and cornering lights controlled by the IMU. From the S1000RR, rear and brake lights are now integrated into the turn signals out back. Is that legal?? You’re all done buying brake light bulbs, bub. Though who knows how much your BMW dealer will want for a turn signal/ brake/ taillight one? At the end of the era… On bikes like this one, I sometimes wonder how far back in time we’d have to travel for me to win the Daytona 200? Anytime before we went to 1000 cc bikes in 2003, I’m pretty sure. The 2020 BMW S1000 XR is far more capable than any street-going literbike from even a decade ago, way less death-defying – and I for one wouldn’t hesitate to ride it cross-country if I had the time and money, especially if I could borrow a nice custom seat and a pair of saddlebags. (The new magnesium pannier mounts are not only integrated seamlessly into the bike, they’re also mounted in floating bushings to decouple bags from bike for less chance of wobble.) I’d probably rather go cross-country on an R1250 RT or K1600 B, just because this terrible job has made me into a sybarite, and because I don’t usually need 158 horsepower all the time anymore. But if you do need it – and you know who you are – then this XR will take you right back to your superbike childhood, in high style and near-complete safety. Truly amazing. 2020 BMW S1000 XR + Highs 158 horsepower shriek Magnificent electronics including suspension Really quite light for appearing so large – Sighs She’s a bit buzzy of grip Standard seat by Frau Blucher Insists you ride fast, take chances In Gear Helmet: Shoei Neotec 2 Splicer $799 Jacket: Dainese Street Rider Perf (discontinued) Gloves: Dainese 4 Stroke EVO $145 Jeans: Trilobite Parado Elastic Men’s Jeans $219 Boots: Sidi Arcadia Tex $179 2020 BMW S1000 XR Specifications MSRP $17,645 (base); $20,895 (as tested) Engine Type 999cc liquid-cooled inline-Four cylinder, DOHC, four valves per cylinder Bore and Stroke 80.0mm x 49.7mm Compression Ratio 12.5:1 Rear Wheel Horsepower 157.9 hp at 11300 rpm Torque 79.4 lb-ft @ 9400 rpm Transmission 6-speed Final Drive Chain Front Suspension 45mm inverted fork, electronic self-adjusting rebound/compression damping (Dynamic ESA); 5.9 in. travel Rear Suspension Single non-linkage shock, electronic preload adjuster, electronic self-adjusting rebound/compression damping (Dynamic ESA); 5.9 in. travel Front Brake Dual 320 mm floating discs, radial four-piston calipers; lean-sensitive ABS Rear Brake 265mm disc, two-piston caliper; lean-sensitive ABS Front Tire 120/70-ZR 17 Rear Tire 190/55-ZR 17 Rake/Trail 24.9 deg/ 4.5 in. (116mm) Wheelbase 59.9 inches (1522mm) Seat Height 33 inche (31.1 w optional lowered suspension) Curb Weight 514 lbs. (MO scales, w optional equipment) Fuel Capacity 5.2 gallons Fuel mileage, observed: 39 mpg Colors Racing Red with White Aluminum Metallic Matte, Ice Grey and Black Warranty 24 months, transferable, unlimited-mileage limited warranty Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2020 BMW S1000 XR Review appeared first on Motorcycle.com. Source

Something about California’s central coast never gets old. It’s not just a single something though, rather a whole lot of somethings. The color pallet plays a part for me. The way the wind-swept Monterey Cypress’ deep green leaves contrast with its pale gray bark as it hangs hundreds of feet above jagged cliff faces. The ominous dark blue of the ocean that transitions to turquoise in the shallow waters where the Pacific meets the coast. And the coastline itself, a melange of Franciscan assemblage topped with golden coastal prairie scrub. It’s scenery that I’ll never tire of riding through and camping in. As you venture further north toward Big Sur, the going gets twisty and even if you find yourself slowed by the droves of tourists, it’s not a bad place to get slowed down. Back off, relax, and enjoy the scenery. Loyal MO readers may recall a story involving a Ural, my better half, and the central coast. Even before that though, the roads to and through Big Sur have been some of my favorite not-quite-local getaways for some time. There are so many little gems and treasures tucked away amongst the wilderness there. Amidst the beauty of the coastal redwoods and wild coves lies a reminder of the role that Big Sur played in the construction of the Bay Area. Behind one of the Pacific Coast Highway’s massive bridges sits what is now a small unassuming state park dubbed Limekiln. The park, creek, and bridge all get their name from the four massive iron and stone kilns set back into the canyon. A relatively short hike into the forest reveals these iron giants, which have now oxidized nicely to match the towering redwoods surrounding them. In a way, it would seem mother nature has done her best to take the structures back to the earth, though the strangeness of coming across these massive man-made furnaces in the midst of such tranquil, and seemingly untouched terrain, remains. The kilns were used for only three years beginning in 1887. The Rockland Lime and Lumber Company established the site primarily due to its limestone deposits as well as the availability of lumber to stoke the kilns. Each kiln was capable of smelting 100 barrels of powdered lime per day. Once filled, the barrels made their way via cable down to ships waiting in what was known then as Rockland Bay. The lime was brought to the Bay Area to be mixed into cement for construction. By 1890 the lime deposit had been depleted along with the redwoods that once filled the canyon. And as quickly as industry had come to the area, it left, leaving the massive lime kilns to slowly decay as the forest reclaimed the gorge. Thanks to the climate of the canyon, the area quickly recovered from the damage and is now home to what some have called the “oldest, healthiest, largest and southernmost redwoods” in Monterey County. Even the canyon itself is unique in that it’s one of the Pacific Coast’s steepest. From sea level to peak, the canyon reaches 5,000 ft in under four miles. Limekiln now belongs to the California Department of Parks and Recreation and boasts a few rather short trails, beach access and just a handful of campsites. Limekiln State Park is just one of many little somethings that make the entire central coast a magnificent place to explore. The experiences and memories made will last a lifetime. Let yourself find something that speaks to you. The post SoCal Distancing: The Central Coast appeared first on Motorcycle.com. Source

Dainese Smart JacketEditor Score: 89.5%Aesthetics 9.0/10Protection 8.5/10 Value 8.5/10Comfort/Fit 9.0/10 Quality/Design 10.0/10 Weight 9.0/10 Options/Selection 9.0/10Innovation 9.0/10Weather Suitability 8.5/10Desirable/Cool Factor 9.0/10Overall Score89.5/100 The first wave of motorcycle airbag systems largely involved built-in components within a suit or ones that required that they be installed in airbag-specific gear. Although there were some outliers, most notably the Helite Turtle Airbag Vest that requires being worn over the jacket with a tether to the bike, the airbag era is entering the phase where the safety system is garment-agnostic. These systems from Alpinestars, Dainese, and Klim take the form of vests that can be worn inside or outside a rider’s regular gear. While we’ve had the opportunity to wear the first wave of airbags in their specific jackets/suits from multiple vendors, the Dainese Smart Jacket is our first shot at a second wave airbag system. Although I’ve been lucky enough not to crash in it during my time testing the Smart Jacket, it has very quickly become part of my regular riding kit. Shop for the Dainese Smart Jacket here Best Motorcycle Airbag Jackets Looking at the Smart Jacket on a hanger, you’ll immediately notice that it is not a jacket at all but a vest. When picking up the Dainese Smart Jacket for the first time, the initial impression is how much lighter it is than the previous generation of airbag protection. Weighing in at just 4 lb., the Smart Jacket doesn’t make you feel like you’re donning a flak jacket every time you go for a ride. The vest itself has been designed to address some of the issues associated with airbag systems. With the exception of the airbag, the Smart Jacket is constructed of lightweight, breathable fabric. Inside the shoulders of the vest, a soft honeycomb separates the inner and outer layers to promote airflow – a feature that you can feel at speed as your perspiration cools you down as it dries. The Smart Jacket’s Shield expands to cover the rider’s chest and back. Note the Helium and Argon canister on the bottom right. There’s a matching one on the other side, too. While it looks like it might be uncomfortable to the rider, you don’t know it’s there unless you feel for it. The centerpiece of the Smart Jacket is what Dainese calls the Shield. We’ll just call it the airbag. However, its construction makes it unique. First, it is folded over on itself in the chest area to promote airflow. When activated, it opens to cover the entire chest. Additionally, the interior of the airbag has microfilaments that make sure that inflation occurs in a controlled manner and is uniform throughout the airbag. Dainese claims the airbag protects the chest and back areas of the rider with the equivalent of seven Level 1 back protectors. What is notable about the Smart Jacket, when compared to the Alpinestars Tech-Air System, is the lack of a hard shell on the rider’s back, which probably accounts for much of the weight savings. While I have no doubt that the Smart Jacket provides the claimed protection from large, flat objects, I wonder how it fares against a pointed one. Dainese says that it is perfectly fine to wear the Smart Jacket under back or chest protectors as long as there is enough room inside the garment for the airbag to expand. According to Dainese, the jacket must have at least 2 in. free space in its circumference to inflate without constriction. The magnetic connector activates the system. Unfortunately, it can also do it in the closet, outlining the need for a hard on/off switch. To anticipate when the airbag needs to be deployed, the Smart Jacket utilizes seven onboard sensors and processes the data 1,000 times per second. The algorithms determine when a low-side, high-side, or impact (either the motorcycle hitting something or being hit, as in a rear-end collision) requires the deployment of the airbag. The Smart Jacket’s firmware is easily updatable via an app on both macOS and Windows computers. Since the Smart Jacket has no mechanical on/off switch, the app is also used to place the system in shipping mode: That prevents the system from powering up (or being accidentally triggered) when packed away in a suitcase or another constrictive location. Powering the system for use is as simple as closing the two magnetic connectors at the collar and zipping the vest closed. From there the system takes over. While the charging connection is a bit fidgety, the Smart Jacket’s battery is claimed to last for 26 hours of use. That equates to an entire week for commuters and maybe even a weekend blast in the twisties. On the left breast of the Smart Jacket, an LED and haptic system communicate the protection status. When the system powers on, the LED cycles through the red, green, yellow, and blue preflight routine before displaying the battery status. Five green flashes indicate above 70% capacity, while five yellow or red flashes indicate 20%-70% or <20%, respectively. When the LED settles into a constant blue, the system is activated but not armed. A solid green LED indicates that the system is armed and protecting the rider. A steady flashing red LED means the system has detected an error and needs to be restarted. If the error persists, service is needed. The Smart Jacket breathes really well on hot days. To switch from standby to active mode, the Smart Jacket’s system uses the system’s accelerometers, gyroscopes, and GPS to look for two conditions: vibrations from the motorcycle and proof that the bike is traveling at more than 6 mph (10 kph). If either one is detected, the vest will arm itself, switching the LED to green. Every time the system switches from standby to active or back, the vibramotor delivers a 3-second buzz to inform the rider. In daily use, the Smart Jacket is just another layer you put on before your jacket. Easy-peasy. The first few times the haptic motor tickles your chest is surprising, but it quickly becomes expected. The only issue I have with this notification system is that, if your bike’s engine is particularly smooth at idle, the system can be talkative, cycling activation on/off several times at a stoplight. (Electric bike owners should note that they will not be protected from impacts, like being rear-ended, when at a stop because there is no engine to create the vibrations that keep the system armed.) The Smart Jacket’s status monitor is a multi-colored LED and a haptic vibramotor. The Smart Jacket’s battery is claimed to last for 26 hours, and in a week of daily use, with one all-day ride in the middle, the battery level never dipped below the 20%-70% level. Commuters will only need to charge their systems every week or so. In my time with the Smart Jacket, I had very few issues. The lack of a physical on/off switch is annoying. I’ve watched the system power on, thanks to the magnetic switch, as I hung it on a hanger in my closet. Remember, switching it into shipping mode to disable the magnetic switch requires connecting to a computer. The second quibble is on me. I don’t have enough room in a couple of favorite jackets to allow the system to activate. (Perhaps a diet is in order?) Yes, I could wear it outside of the jackets, but that would cover their styling – and fashion is important, according to my daughters. Then there’s the question of the airbag’s abrasion resistance in a slide. Finally, I wish the Smart Jacket had a track setting (like my Tech-Air system does). That way, I could zip together my Dainese two-piece suit and use it for track days, too. I should also note that the Smart Jacket is only for street use, and any form of off-road/adventure riding is not recommended and could result in accidental deployment. MO Tested: Dainese Racing 3 Perf. Leather Jacket And Delta 3 Perf. Leather Pants Review After my time with the Dainese Smart Jacket, I look forward to the era of the airbags that don’t require specific jackets or suits. This gives riders a wider choice for their outer layer of protection while still having state-of-the-art impact attenuation underneath. The Dainese Smart Jacket retails for $700 in specific cuts for men and women sized XS-2XL. If your Smart Jacket is triggered, it must be sent back to Dainese for an airbag replacement at a $250 cost. Shop for the Dainese Smart Jacket here The Smart Jacket has an adjustable waist that allows you to adjust the fit to suit, wearing the vest inside or over your riding gear. We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. The post MO Tested: Dainese Smart Jacket Review appeared first on Motorcycle.com. Source

A long-term tire test is hard to do these days. With the internet’s insatiable devouring of content, it’s hard to be away from the desk while still managing to deliver enough fodder to appease an entire world wide web of curious readers. My plan for the long-term test of the Dunlop Trailmax Mission tires would involve a daily faux-commute (the MO team was working from home before working from home was cool) and at least a few long trips that would span as many miles as I could cram in, both on-road and off. Well, that plan lasted about as long as it took me to type the previous sentence. Looming deadlines, tight schedules, and what little personal life I manage outside of this gig dashed my plans of consistently putting down miles for this review. After a few months, I still managed to log 1,907 miles over various Southern California terra – and it gave me a reason to keep the Triumph Scrambler 1200 XE in my garage longer. Self-serving? Slightly. Dunlop Trailmax Mission Tire Review – First Ride Despite not hitting the mileage numbers I had hoped for, I did manage to use the tires for everything from the odd jaunt around town, to rocky jeep roads and no-trackers through sand and cacti. Overall, I came away impressed after spending more time with the Trailmax Missions, even if my observations over the past few months don’t stray far from my initial impressions. The big story with the Dunlop Trailmax Mission is going to be its longevity. We’ll get to grips with traction later (pun intended), but after nearly 2,000 miles, the tires hardly look much worse for wear. The rear tire’s massive tread depth combined with Dunlop’s single-compound bias-belted construction seem to be a perfect equation for tire life. Comparatively, after just a day of flogging the 2020 Honda Africa Twin, its Bridgestone Battlax Adventurecross Tourer AX41 T tires are experiencing dramatic wear, actually chunking out of the center tread and showing significant leading edge wear and deep cuts from rocks. While we weren’t being easy on those tires, I’ve spent much more time in rockier terrain with the Trailmax Missions, and they had none of those issues. The rear had approximately 1,600 miles on it at this point and was hardly showing any wear, aside from some very slight rounding of the tread’s leading edge. As is typically the case for street tires, the front was showing even less wear than the rear. Depending on your riding of course, I can imagine the front rather easily lasting through a couple of rears. At the introduction of the tire last year, Dunlop mentioned a third party company had tested the tires on a Suzuki V-Strom 1000 and were able to get 8,000 miles out of the rear tire. Even with the amount of abuse I put our test set through – which involved a lot of tire spinning – I could see them lasting that long even for those with a heavy hand. Dunlop’s test riders also claimed they saw the used set after they came back, and both agreed that they personally would’ve continued to run them. On-Road During the introduction in Lake Arrowhead and my time spent over the last few months with the Dunlop Trailmax Missions, I’ve continued to be impressed by the tires on-road performance. Footpeg scraping lean angles on all sorts of different bikes were easily achieved, and the tire feels 100-percent stable while doing so. That kind of performance mated to the longevity I expect out of these tires is going to be an absolute home run for riders who spend more of their time on tarmac than not. Dunlop’s research and development focused on giving riders a longer lasting tire and given my experience, they hit the mark on that objective. At 1,907 miles, the front tire isn’t showing much wear. What’s more, Dunlop didn’t just stop at creating a longer-lasting compound, but they also considered how the tire would wear over time. The stepped tread design should give the tire a fresh edge as it wears. Off-Road The 90/90-21 front tire used in our test has a slightly different tread design than the wider smaller wheels found on some adventure bikes. The wider tires use an additional hollowed-out area in order to achieve the appropriate level of flex. My time off-road with the Trailmax Missions mounted on the Scrambler 1200 XE has spanned miles of rocky switchbacks, deep sand, fast fire roads, and hard packed dirt. Basically everything Southern California has to offer. Almost every time, when I would switch the Scrambler into Off-Road Pro (read: no rider aids) to have a little fun, I was always surprised by how well the rear tire would hook up, no matter the terrain. That just meant I had to give ’er more beans to slide around, but when I was looking for traction, the rear served surprisingly well. In deep sand, the 150/70-17 rear tire would effortlessly claw its way up on top of the sand, which, aided by the Triumph’s 1200cc parallel Twin’s grunt, allowed me to never shy away from a sandy trail (or lack thereof). We were told at the intro that the tire’s sidewall is so rigid, it allowed Dunlop’s testers to run the tire at zero PSI without the bead breaking. While that means running really low pressures off-road should be safe, it also means the tire will be a real pain to get off the wheel should you find yourself in dire straits. I should also mention the tire can be used with or without tubes. Our test set was used without tubes, and I kept normal street pressures in them. Trails? We don’t need no stinking trails. My biggest complaint with the Trailmax Missions would be the front tire’s off-road performance. It had a tendency to push through the soft stuff. While many adventure riders’ idea of a good time doesn’t involve deep sand, it’s a fact of life here in Southern California that if you ride off-road, you’re likely to find yourself in sand at some point. With the 21/17-inch wheel combo, it’s totally manageable, but again the front doesn’t bite well while turning in loose terrain. It tracks straight once you’ve managed to get on top of the sand/gravel/etc., but as you might imagine, something a bit knobbier is going to be a lot more confidence inspiring in sandy terrain. Conclusion The photo to the right is the rear tire after 1,907 miles when I, unfortunately, had to return the bike and end the tire test. After hundreds of miles of dealing with a throttle-happy MO editor off-road, the Dunlop Trailmax Missions are nowhere near used up and they were still delivering footpeg grinding on-road performance. I’ll stick with my original statement that calling the Trailmax Mission a 50/50 tire is incorrect. It simply does not offer the same performance off-road as it does on. Is it a fantastic tire option for those looking for stellar street performance from an adventure tire and decent traction when pointed off-piste? Absolutely. I’d be happy to throw a set on my personal adventure bike, maybe I would ride it more. The post MO Tested: Dunlop Trailmax Mission Tire Long-Term Review appeared first on Motorcycle.com. Source

Kawasaki revealed an all-new KX250, an updated KX450, plus two new XC cross country versions of the motocross racers for the 2021 model year. Also announced with updated graphics are the KLX300R, KLX230, KLX110R plus its taller L variant, and a KLX140R F featuring full sized 21-inch front and 18-inch rear wheels. These join the previously announced models in Kawasaki’s 2021 dirt bike lineup. 2021 Kawasaki KX250 The 2021 Kawasaki KX250 receives an upgraded engine, revised suspension and an updated frame inherited from the KX450. Kawasaki revised the liquid-cooled 249cc DOHC four-valve Single’s combustion chamber and added a flatter piston crown, increased the diameters of the intake and exhaust port throats. The exhaust cam timing was adjusted by three degrees and the outer valve springs now have a higher spring rate, increasing the rev limit by 350 rpm while improving durability. The cylinder wall is thicker than the previous generation for increased rigidity and reduced mechanical losses. The connecting rod was lengthened by 3mm, reducing the lateral force on the cylinder walls. Kawasaki also modified the water jacket for improved cooling efficiency. Other engine changes include ECU updates, a revised crank web for quicker revs and less weight, plus a new reed valve added behind the generator to vent crankcase pressure. All together, Kawasaki claims the new engine offers increased power for both the top and bottom ends of the rev range and improved durability. Starting the engine is also easier with a new push-button electric start powered by a lithium-ion battery. Kawasaki also updated the hydraulic clutch using a single coned disc-spring instead of five coiled springs. Kawasaki claims this design offers lighter clutch actuation and a wider range of engagement. The friction plates now have offset segments for cleaner disc separation and reduced drag when the clutch is disengaged. The 2021 KX250 receives a new aluminum perimeter frame and swingarm, both based on the KX450’s chassis. The main differences are cast parts such as the shock tower mount and engine hangers which were designed specifically for the 250. Kawasaki claims the frame offers improved rigidity, further aided by using the engine as a stressed member. The 48mm Kayaba coil-spring inverted fork’s settings were revised to match the new frame, increasing bump absorption and traction. The Uni-Trak rear suspension is new, with linkage ratios matching the KX450. The suspension mounts under the swingarm, increasing the rear travel by 0.2 inches to 12.4 inches, matching the front suspension travel. Also new is a 1-1⁄8 inch Renthal aluminum Fatbar handlebar. Kawasaki says the new bar reduces vibrations and moves the grips closer to the rider to make it easier to weight the front wheel. The 2021 Kawasaki KX250 is priced at $8,299. 2021 Kawasaki KX450 The 2021 KX450 receives the same single coned disc spring clutch and Renthal Fatbar as the KX250. Kawasaki also added a dry film lubricant coating to the piston skirt, claiming reduced friction and improved performance. The 2021 Kawasaki KX450 retails for $9,399. 2021 Kawasaki KX250XC New to the lineup is the KX250XC, a new cross-country racer based on the new KX250 motocrosser. Differences include different engine mappings optimized for cross country racing, a one-tooth larger rear sprocket, revised suspension settings, an 18-inch rear wheel, Dunlop AT81 off-road tires, a side stand, additional engine protection and off-road optimized front brake pads. The 2021 Kawasaki KX250XC carries an MSRP of $8,399. 2021 Kawasaki KX450XC As with the 250s, the new KX450XC is heavily based on the motocross model but revised for cross country racing. It receives the same modifications as the KX250XC. The 2021 Kawasaki KX450XC is available for $9,599. The post 2021 Kawasaki KX250, KX450 and XC Cross Country Models Announced appeared first on Motorcycle.com. Source

A head-to-head comparison this is not, but rather a showcase of two unique models that blur the lines of what adventure-capable motorcycles can look like. Triumph and Moto Guzzi, motorcycle manufacturers from two very different regions of Europe, both have long storied histories with plenty of ups and downs. The British brand dates back to 1902, two decades before Moto Guzzi began manufacturing in 1921. 2020 Moto Guzzi V85 TT Review – First Ride 2019 Triumph Scrambler 1200 XC And XE Review It should come as no surprise, then, that these two manufacturers would be the brands to deliver to us a new take on the white-hot adventure segment while staying true to another popular genre, one that both companies excel at, modern retro motorcycles. Triumph’s latest Scrambler combines the brand’s modern classic styling with serious technology and off-road prowess. Moto Guzzi delivers a unique take on adventure touring with its V85 TT Travel, which shares styling reminiscent of the V65 TT raced in the ‘85 Paris-Dakar, though the machine boasts plenty of modern tech not before seen in the Guzzi lineup. Aside from the aforementioned similarities, these two motorcycles go about their duties in totally different ways, making them entirely different steeds for different needs. Triumph Scrambler 1200 XE It’s been documented on these digital pages, in quotes shared in Triumph’s marketing, and even in other online publications, that I am, to put it lightly, a pretty big fan of the Triumph Scrambler 1200, particularly so in XE trim. Of course, we’re not talking Brasfield 790-obsessed levels, as there aren’t 20 articles on the site documenting it, but I dig it, for sure. It checks nearly all the right boxes for me. That’s not to say that after spending more time on the machine I haven’t noticed certain shortcomings, but none have been enough to put me off from the machine. As mentioned to Rennie Scaysbrook in Cycle News: I love the mashup of technology and performance wrapped in nostalgic styling. The bike performs better off-road than some adventure bikes on the market, and it has classic style that will never go out of fashion. It is, quite literally, what scramblers were back in the day: streetbikes that could perform off-road. A little more moisture than we typically get in Southern California. Photo by Keith. I’ve toured England and Wales on-board the Scrambler 1200 XE. I’ve had the opportunity to rip around the Triumph Adventure Experience’s rented forest for a good bit of fun in the Welsh mud. I logged 2,500 miles on our press loaner. I’ve probably spent more time on this bike than any other motorcycle since I started this gig three years ago. The niggles I’ve noticed in that time do nothing to deter me from still considering the Scrambler 1200 XE as one of the few bikes I would consider spending my own money on. The shortcomings amount to two things the Scrambler was never intended to do. Long-distance touring comfort wasn’t an issue around the UK where speeds are much lower, but elongated stints on America’s superslabs at 80 mph have the tendency to turn the rider into a sail with the motorcycle’s wide handlebar and lack of windscreen adding to the effect. I even found myself constantly having to hold my legs in toward the tank as the windblast would try to push them apart. It’s at about 75mph+ that this becomes a real annoyance. We even took the Triumph to slip and slide around in the run-off from Downtown Los Angeles. Pull the Scrambler off its side stand, and you can feel every bit of its 508 pounds. It’s not that the Scrambler 1200 is so much heavier than other bikes on the market though. I had the Tiger 900 in the garage at the same time and weighed them back to back. The Tiger weighs in just five pounds less, yet pulling the bike off the side stand or pushing it around the driveway, it feels 50 pounds lighter and that’s due to its mass centralization and lower center of gravity. The Scrambler eschews this engineering concept in favor of keeping this bike in tune with the brand’s modern classic lineup. This feeling of top heaviness is only exacerbated in the dirt if the going gets slow and technical. But hey, that’s life. The Scrambler 1200 XE already does a pretty good job of letting you have your cake and allowing you to huck it off jumps at moto-tracks, too. Moto Guzzi V85 TT Travel The Moto Guzzi V85 TT was another bike I was very excited about when I first saw prototypes from EICMA. It didn’t quite strike me the same way as the Triumph, but I appreciated the nod to its `80’s Dakar history (even if it was never fruitful) and the modernity that came packed into the model – which included technology borrowed from Piaggio’s higher tech brands like Aprilia. Riding the V85 TT around Sardinia during the press launch was a special experience. Perfect winding roads with mostly pristine asphalt, distracting coastal views, and a group of competitive motorcycle journalists who are all eager to push a machine to its limits. We rode the peg feelers off of that set of V85s. Much harder than they’re likely to be flogged by the greater riding public, in the name of science, of course. I had little negative to say about the bike. Sure, it’s full of Guzzi “character”, and it’s not the fastest machine. Still, did it do what it was designed to do? With aplomb, as the motojournos say. Finally having a go at the Guzzi V85 TT (Travel this time) stateside reveals mostly the same impressions from my first ride in Sardinia. The higher speed limits of the US tend to make the V85 TT feel slower still, but I really don’t mind… that much. Navigating the menus can be frustrating off-road as you’ll have to go back a few layers deep into the menu to disable TC and ABS every time you turn off the key. There is an off-road mode which cuts ABS to the rear wheel and limits TC, but both are more intrusive than I prefer. The experience of riding the Moto Guzzi V85 TT is such that the aforementioned negatives don’t outweigh the quirky fun character of the Italian machine. TRIUMPH SCRAMBLER 1200 XE VS. MOTO GUZZI V85TT TRAVEL DEATHMATCH!!! Although this isn’t a head-to-head comparison, we did ride them on the same terrain, on the same day, so we may as well tell you where the two excelled or came up short… in comparison. The Triumph is the better off-road machine, and the Guzzi is the better tourer. Bam! There ya go. The End. Okay, okay, we’ll give you more. The two Twins are vastly different, with Moto Guzzi’s 853cc “transverse” V-Twin (all manufacturers except Guzzi would say longitudinal) coming up more than a few cubic centimeters short of the Triumph’s 1200cc parallel Twin. The V85’s mill is still one of the best parts of the machine, though, the sideways jolt when starting it, the mechanical, yet refined and well-timed low rpm loping on idle, and at full tilt, it sounds great. Troy dug it, maybe even moreso: As the two of us said over and over during our time with the V85, it is such a cool bike to go slowly on – and I mean that in the best way possible. It’s comfortable and has hardly any vibrations, but what sweetens the deal is the sound it makes and the lopey, nonchalant power delivery. There are no surprises, everything feels very mechanical, and you’ll still get to your destination quicker than you would in a car. And you’ll feel much happier if you get there on the Guzzi than in any car. The MG’s transmission behaves similarly to the engine. It can click off quick, clutchless upshifts if you want, but taking your time, clutching it in, then shifting gears somehow feels more pleasurable and correct. Don’t get me wrong, the V85 will still move and pick up steam quicker than all but the craziest supercars out there, but its 853cc air-cooled, two-valve V-Twin only makes about 80 hp, says Moto Guzzi, so it’s best to readjust expectations if you’re coming to this bike from a competitor motorcycle with a bigger engine. But as we’ve said too many times already, there’s no replacement for… blah blah, whatever. The Triumph’s engine is potent and not just for these kinds of bikes, it’s a real ripper, period. The claim is 90 hp at 7,400 rpm and 81 lb-ft of torque at a mere 3,950. It’s the torque that makes the motor so fun. But you don’t have to take my word for it, let’s ask the sportbike guy: “First and foremost – what a cool engine! Tons of grunt, awesome sound (even with the stock pipe), and loads of character. Neither bike is lacking in cool points from the engine, but both engines are very different. Just like other Triumphs we’ve ridden lately, the Scrambler’s transmission is superb. Smooth, positive “clicks” for each upshift, and the downshifts are easy and clean, too.” – T. Siahaan. The Triumph’s TFT display is integrated into a somewhat classic shape, which is good since it sits out there in the open. I found the ride modes more useful on the Triumph simply because of the Off-road Pro riding mode, which disables TC and ABS, whereas, on the Guzzi, you need to select riding modes separately from disabling the party poopers. The controls and general layout of the menus are more intuitive on the Triumph. I mean, the “M” button allows you to select modes on the Scrambler, while the “Mode” button on the Guzzi allows you to view Trip A and B as well as the menu screen, modes are changed with the starter button after the motorcycle is fired up, as one might expect. “The V85 is a little on the heavy side, and with a name like TT Traveler, it’s safe to assume the bike is meant to tour. In that sense, the electronic aids like ABS and TC make sense, but unfortunately you can only either turn them on or off. There aren’t any stepped settings. This works fine most of the time, unless you’re wanting a bit more control (but not all of it) of the bike either on-road or off.” – Troy The V85’s cockpit is the place to be for touring backroads or freeways. The riding position is nice and neutral, the seat is comfortable, and the large windscreen keeps the wind buffeting directly into your helmet – if you’re 5’8”. Both Troy and I are. The Travel version of the V85 TT gets you a touring windscreen, heated grips, LED fog lights, and a Bluetooth module to connect your phone via Moto Guzzi’s app. The Travel version of the V85 TT gets you key-matched side cases, auxiliary lighting, heated grips, Bluetooth connectivity and the previously mentioned windscreen (which is much larger than the one found on the other trims). But, if getting off the beaten path is your thing, there aren’t that many bikes out there that do it better than the Scrambler 1200 XE. The Showa fork and Öhlins rear shocks provide 9.8 inches of clearance, and both are fully adjustable. That, combined with its sophisticated electronics (and the ability to disable them) and a torque monster of an engine combine to provide an incredibly fun machine in the dirt. Troy: “With such a clear penchant for scrambling, the Triumph is relatively easy for a dirt noob like me to navigate and control.” He says that now, but a few days ago… “The 21-inch front tire didn’t do it any favors on pavement, either, but it’s clearly meant for the dirt,” says Troy. This photo clearly illustrates how easily it rolled over the berm and pointed itself toward a steep descent. The Moto Guzzi’s wheel sizes alone make it much less stable off-road, and quicker steering on-road compared to the Triumph. Not to mention the Guzzi’s suspension is much better set up for the odd cobblestone road rather than large rivulettes or small jumps. I’d say its stock tires aren’t the hot ticket for sand either. Note: V85 does not like sand. “I noticed this before, but especially after Ryan mentioned it, the 19-inch front tire has a harder time rolling over rocks and ruts in the dirt compared to the Triumph’s 21-inch front,” says Troy. “On the road the 19-incher also contributed to the Guzzi’s slow steering, but it’s not like the Guzzi is in a rush to do anything, so the slow steering wasn’t bothering me.” I’d recommend keeping it “on two”. The nearly two-inch shorter seat height of the V85 TT Travel will appeal to a larger range of riders than the XE’s 34.3-inch saddle height. And while Troy felt different, I think the extremely narrow waist of the Guzzi also helped to easily flat-foot the bike, despite my 30-inch inseam. Both seats are equally as comfortable for the long hauls. “Top shelf braking components almost seem like overkill on the Scrambler,” says Troy. “Nonsense,” says Ryan. This was one of the most fun shoots I’ve had with the fellas for a while, and I can’t help to think it was, in part, to the motorcycles we were riding (and certainly not the lack of having to shoot video). They do a fantastic job at what they were designed to do and even manage to excel past their engineered duties in different ways. Troy, the new Guzziphile, put it thusly: “This is one of those motorcycles that you can’t characterize from a spec sheet. On paper, the V85 is certainly nothing special, but it’s the sum of its parts – and the weird shimmying of its engine – that endears itself to the rider. It’s no wonder Guzzis have such a cult following.” For me, I’ll deal with the windblast and high CoG on the Triumph for the off-road chops it has, but at the end of the day, I commend both manufacturers for being able to tap into the adventure segment in a unique way. Both bikes look great, have exceptional fit and finish and have garnered plenty of interest from passerbys. Adventure is what you make of it. Go have one. In Gear Helmet: HJC RPHA 90 Tanisk $450-$455 Jacket: Alpinestars Andes V2 Drystar Jacket $270 Pants: Alpinestars Crank Riding Jeans $250 Gloves: Alpinestars SP-2 v2 Gloves $220 Boots: Alpinestars Faster 3 Rideknit Shoes $180 In Gear Helmet: Bell Moto-3 $300 Jacket: Dainese Alger Nomads Jacket $580 Gloves: Racer Mickey Gloves $220 Boots: REV’IT! Rodeo Boots $290 Specifications 2020 Moto Guzzi V85 TT Travel 2020 Triumph Scrambler 1200 XE Engine Type Air-cooled longitudinally-mounted 90° V-Twin, two valves per cylinder (titanium intake). Liquid-cooled, 8-valve, SOHC, 270° crank angle parallel-twin Displacement 853cc 1200 cc Bore and stroke 84 mm x 77 mm 97.6 mm x 80.0 mm Compression Ratio 10.5:1 11.0:1 Maximum Power 80 hp at 7750 rpm (claimed) 90 hp at 7400 rpm (claimed) Torque 59 lb-ft. at 5000 rpm (claimed) 81.1 ft-lbs at 3950 rpm (claimed) Fuel System Electronic injection; Ø 52 mm single throttle body, Ride-by-Wire Multipoint sequential electronic fuel injection Final drive Shaft X ring chain Clutch Dry single disc Wet, multi-plate assist clutch Transmission 6-speed 6-speed Frame High strength steel tubular frame Tubular steel with aluminum cradles Front Suspension 41 mm hydraulic telescopic USD fork, with adjustable spring preload and hydraulic rebound, 6.7 inches travel Showa ⌀47mm fully adjustable USD forks. 9.8 inches wheel travel. Rear Suspension Double-sided swingarm in box-type aluminum with a single shock on the right side, with adjustable spring preload and hydraulic rebound, 6.7 inches travel Öhlins fully adjustable piggy-back RSUs with twin springs. 9.8 inches wheel travel. Front Brake Double 320 mm stainless steel floating discs, Brembo radial-mounted calipers with 4 opposed pistons Twin 320mm discs, Brembo M50 monoblock calipers, radial master cylinder. Switchable Cornering ABS Rear Brake Ø 260 mm stainless steel disc, floating caliper with 2 pistons Single 255mm disc, Brembo 2-piston floating caliper. Switchable Cornering ABS Front Wheel Rim 2.50” x 19” Tubeless 36-spoke 21 x 2.15in, aluminum rims Rear Wheel Rim 4.25” x 17” Tubeless 32-spoke 17 x 4.25in, aluminum rims Front Tire With air chamber 110/80 R19 90/90-21 Rear Tire With air chamber 150/70 R17 150/70 R17 Rake/Trail 28°/5.04 inches 26.9°/5.09 inches Length 88.2 inches 91.5 inches Width 37.4 inches 35.6 inches Seat Height 32.7 inches 34.3 inches Fuel Capacity 5.5 gallons (including 1.3-gallon reserve) 4.2 gallons Dry weight 459 pounds (claimed) 456 pounds (claimed) The post Retro 80’Veez appeared first on Motorcycle.com. Source

Any motorcycle reviewer will tell you it takes a long ride and several miles to really understand how good – or bad – a motorcycle is. This is especially true when the motorcycle in question is a model refresh and not an entirely new machine. But this might be the first time I can remember where just riding from my house to the stop sign at the end of my street left an impression that would last my entire time with the bike. The updated, 2020 Honda Africa Twin is good. Really good. Despite the AT’s generally positive reception in 2016, the call for more power is a loud one to ignore. Not that the bike was slow, but when placed against its (bigger) rivals the lack of muscle was apparent. Even on its own, whenever we’ve twisted an Africa Twin’s throttle, excitement and gusto weren’t generally the emotions that followed. The (re)launch of the Africa Twin in 2016 brought back one of Honda’s iconic off-road models, but its liter-class engine placed it in a weird spot in the marketplace. Honda has listened with the new 2020 Africa Twin. The headlining feature, of course, is the larger engine, but Honda took a holistic approach to improving the entire bike, too. We’ve become desensitized to it now, but it seems like whenever a manufacturer gives a model a significant update, the PR buzzwords usually sound something like this: Bigger Lighter Slimmer And smarter than ever before! The updated 2020 Africa Twin still looks undeniably like an Africa Twin, but it has gone through several changes. The new Africa Twin follows that playbook to a Tee. Here’s the thing: It really is all of those things. For better or for worse. More on that in a moment. No Replacement For Displacement As regular MO readers know, I’ve pigeon-holed myself as the sportbike guy on staff. I don’t mind it, really, but it’s also because, quite frankly, I suck in the dirt. Big ADVs are especially intimidating, which made my Africa Twin assignment all the more daunting. Alas, John and Ryan were busy with other assignments, and Evans is even worse at the dirty stuff than I am. However, trading my leathers for adventure gear has been on my to-do list lately, and while I thought I’d start off on something a lot smaller, the Africa Twin turned out to be an accommodating partner. I’ve ridden the previous Africa Twin, and I have distinct memories of feeling completely ambivalent about the engine. It’s not quite underwhelming, but ambivalence is not a character trait you want in any motorcycle, let alone in an ADV. The AT’s longer stroke now puts its cubic centimeter count at 1,084cc. It’s not a huge difference on paper, but you feel it on the road. Bore dimension stays the same. Both standard and Dual Clutch Transmissions are available on all Africa Twin variants. This new 1,084cc 270-degree Parallel-Twin is a complete transformation. Not only does it sound kinda throaty even with the stock muffler (and even better with a pipe), but the power hit you feel in your butt is a noticeable improvement from before. As Dennis covered in his 2020 Africa Twin First Look piece, Honda went with a longer stroke (81.5 mm vs. 75.1 mm) to get more cubic centimeters. Bore stays the same as before. As Dennis also notes, the other changes include: a larger throttle body (46mm vs 44mm) and modified air intake for a smoother profile. The ECU was updated, and the fuel injectors were re-angled to more directly spray into the twin-spark combustion chambers. Honda also revised the cylinder head, optimized the valve timing, and increased the intake valve lift to 10.1mm (from 9.2mm) and the exhaust valve lift to 9.3mm (from 8.6mm). The cylinder sleeves are now aluminum, for weight reduction. Honda says the new engine sheds 5.5 lbs with the standard transmission and 4.9 lbs with the DCT. The DCT itself is improved from before thanks to the integration of the Bosch MM7.10 IMU, new for 2020. We opted for the standard transmission this time around for our tester, but a test with the DCT will come later. These modest improvements don’t sound like much, but from the saddle the AT downright moves the moment you ask it to. Bottom and mid-range torque is much improved from what I remember from the previous Africa Twin. Honda says there’s just a 6% power increase, but boy, what a difference 6% makes. This obviously works out well on the pavement in the first few gears, but you can also take advantage of the extra bump in sixth gear. You don’t need to plan ahead to pass a slower vehicle on the freeway as you did before. Now, if you think it, the Honda will do it. While we had to shift our own gears the old fashioned way, no quickshifters or anything, the gearbox on the Africa Twin is an absolute gem. Each shift is clean and crisp, with a positive engagement. The revised slip-assist clutch is smaller in diameter with reduced spring tension, and the pull at the lever is as light as you could want. A narrower tail section helps keep the bike’s profile slim, but it’s also lighter than before. The fact it’s now bolted instead of welded to the main frame is a bonus. Chassis Changes Next, Honda turned to the chassis for further weight loss, but more than just slimming it down, Honda engineers aimed to trim down the bike’s dimensions, too. The purpose was two-fold: cutting weight, obviously, but also to revise the AT’s handling characteristics to make it easier to handle off-road. The entire frame and subframe are changed from before, with several little changes that make up a complete whole. For instance, the steering head twist point has been revised for better front-end feel, the main spars are straighter for better handling under braking, the cross pipe at the main frame is gone for better chassis flex, the pivot plate material is now high-strength steel instead of pressed steel, and the cross tube at the pivot plates is relocated for better feel at the back. Here you can see the frame comparison between the new 2020 Africa Twin (red) and its predecessor (green). The main difference is the narrowness, but there are also differences in cross bars and chassis bracing. While the changes to the frame are hard to spot with the naked eye, the changes to the subframe are more apparent. For starters, it’s now a bolt-on, removable piece instead of being welded to the main frame. It’s aluminum for weight savings and 40mm narrower at the seat rails – a difference you can see by simply standing behind it. Honda looked to its CRF450R motocross machine for inspiration when redesigning the swingarm of the Africa Twin, too, giving it increased rigidity while also shaving a pound. When it’s all added together (or should that be subtracted?), Honda says the new Africa Twin tips the scales at 501 lbs and 524 lbs with the standard transmission and DCT, respectively. Both are six-pound reductions from before. Opt for the Adventure Sports version, with electronic suspension, tubeless wheels, a 6.5-gallon fuel tank (versus 5 gallons on the standard), taller screen, slightly larger fairings, along with a host of other little changes we’ll cover in more detail in a future, dedicated test, and weight bumps up to 530 lbs for the standard and 553 lbs for the DCT – both three pounds lighter than before. This view of the frame shows the centrally-mounted shock, along with the repositioned cross bar. Also note the CRF450R-inspired swingarm. Riding It So, a revised Africa Twin with more power, less weight, and a slimmer profile? By now you’re wondering what it’s like to ride. The answer, as I’ve already alluded to earlier, is very satisfying. Humming along down the highway or around town is a breeze, with gear selection (again, we had the standard transmission this time) a non-issue as there’s enough torque to lug you out of any situation. Sitting in it doesn’t leave you feeling like you’re surrounded by a large adventure machine, built to travel to the deepest corners of the Earth. The seat/tank junction is comfortable for a bike of this size, with the bars understandably high and fairly wide. It’s a neutral and pleasant place to be. Now is a good time to point out Honda’s separation between the standard Africa Twin and the Adventure Sports, with the former like our tester designed as the more off-road-focused of the two, and the latter geared more towards adventure and touring. As such, standard models have a fixed, shorter windscreen, long-travel analog suspension, and tubed tires. Still, for my 5-foot, 8-inch frame, the low position of the screen wasn’t much of a bother at speed, and the notoriously bad SoCal roads could hardly be felt underneath the fully adjustable Showa suspension – 9.1 inches (front) and 9.4 inches (rear) of travel is plenty to soak up road imperfections. The Africa Twin will hum along on paved roads just fine, but don’t expect it to hustle through the canyons. Since I am the sportbike guy after all, I feel inclined to mention its on-road handling. Considering the 21/18 wheel combo, 27º rake, and 113mm trail, the Africa Twin understandably takes its time bending into corners. Urgency isn’t one of its traits on the road, so just tip it in, stay neutral through the bend, and come out the other side with as little drama as possible. Rinse and repeat until the road goes straight again. Or, you can use the pavement as a stop-gap between unpaved routes. And while I have to reiterate again how meager my off-road chops are, the Africa Twin inspired loads of confidence to stand up and let the rear get loose. Take the paved route to the nearest trail and the Africa Twin will be much happier. A Word On Electronics This confidence comes partially from its easy road manners, but primarily from the biggest addition to the Africa Twin – the inclusion of Bosch’s MM7.10 six-axis IMU. With it, Honda and Bosch have brought the Africa Twin solidly into the digital world, bestowing the advantages that provides, like: Cornering ABS Honda Selectable Torque Control (HSTC, better known as traction control to the rest of us) Rear lift control Electronic suspension (on the Adventure Sports) DCT cornering detection, wherein the IMU tells the DCT it’s in a corner to adjust where the DCT shifts. Cornering lights And of course, cruise control! (No, this isn’t IMU-dependent, but is still a huge addition) The good news is the 6.5-inch TFT screen is bright, colorful, and easy to read. It even has touchscreen capabilities. But the sheer amount of information and menu options you can manipulate is daunting – and this is for the standard model. DCT and/or Adventure Sports versions have even more to display. Lastly, if you’re wondering why there’s a smaller, secondary LCD underneath the TFT, it’s because the TFT becomes your Apple CarPlay screen if you connect your iPhone. The LCD then becomes the place to look for speed, gear position, and other vital info. Having this kind of safety net really does provide peace of mind to explore your personal limits a little more than you otherwise would. In the case of the Africa Twin, a total of six ride modes (Tour, Urban, Off-Road, Gravel, and two Rider Modes) mix up the power, HSTC, engine brake, ABS, and wheelie control settings, with the rider able to fine-tune any of these settings to their liking in either of the two Rider Modes (one for on-road and one for off-road, as an example). These modes are adjustable on the fly, assuming the throttle is closed, by simply tapping the up or down arrows on the left grip. Or you can delve deeper into the menus with the touchscreen 6.5-inch TFT display. On the surface, the most basic and often used settings are relatively easy to navigate and manipulate. It’s when you want to get more in-depth that things start to get confusing since you can scroll through the menu screen or push a series of numerous buttons scattered throughout the left and right switchgears. How many buttons would you like? For example, there are four different power settings, three levels of engine braking, three ABS settings (on-road, off-road, and off), eight levels of traction control (1-7, plus off), and three wheelie control settings. There are even more options if you have the Adventure Sports and/or DCT models. Adding to the intimidation factor are the three different screen displays to choose from (Gold, Silver, and Bronze). Lastly, if you feel inclined to wirelessly connect your phone and/or communicator to the Africa Twin via Bluetooth, the Honda integrates well, but again requires a number of button presses. If all of this sounds daunting, don’t worry – Honda has a series of videos available to walk you through the process. Then again, the need for an online video tutorial kinda says all you need to know about its complexity. I assume if this were your primary bike you’d learn and adapt to the controls. But for those lucky souls who jump on different machines frequently, the learning curve is pretty steep. As it were, it was easy enough to focus on the necessary buttons I’d mostly be using and ignore the rest. The refinement in the HSTC between last year and now is nicely displayed in this graphic. While there are still seven levels (and off), the degree of intervention for each level has changed. Now the first five levels allow slightly more spin compared to before, while the last two levels intervene more. Now Back To The Dirt Moving from the asphalt to the dirt, some button taps moved me into off-road mode, which then activated off-road ABS (giving relaxed thresholds for activation), softened the power application slightly, and ramped up engine braking. I went in further and lowered the HSTC to its lowest setting because, well, I like kicking the rear end loose (but I still want the bike to protect me from myself if I get carried away). Kicking up roost is easier when you know the bike will save you from yourself. Once you’re standing on the pegs, the bar placement makes perfect sense. Granted, my well of knowledge when it comes to this sort of thing is limited, but the bars felt perfectly placed in the standing position to allow me to move the bike around to select my line and still work the controls. What’s more, the narrow seat/tank junction that’s a hit while sitting works well when standing to squeeze your knees against the tank. The bolster of the tank towards the top is shaped nicely to rest your upper thighs, too. Obviously I avoided taking the Africa Twin down any single track, but in the wider off-road expanses I explored, the AT was a gentle dance partner over multiple surfaces. The linear power delivery helped the road-biased tires grip, and when I deliberately poured on the coals, the AT would break loose predictably, with HSTC kicking in far less often than I thought it would. On the road, the dual 310mm discs can get overwhelmed easily with hard braking, and it’s times like these you’re glad ABS is included. Off-road, there’s enough feel and modularity to descend moderate hills with one finger. Then again, if you’re charging on flat, loose stuff and grab a handful, as I may have done a time or two, the off-road ABS is surprisingly adept at choosing between staying locked or releasing the brakes a smidge. Your mileage may vary of course, as again, I’m not very good at this stuff. But for my measly dirt skills, I found the Africa Twin surprisingly less intimidating than I was expecting. The Best For Last Like I said at the start of this, I had an inkling the new Africa Twin would be good as soon as I left my driveway. After riding it on- and off-road some more, those initial good feelings manifested into admiration. This is one good motorcycle. Sure, it might lose out on paper to the major players from BMW and KTM, but the trifecta of more power, a slimmer profile, and modern electronics has raised the Africa Twin’s bar. Besides, it’s a very Honda move to compete not on horsepower, but as a better all-around package. Is the Africa Twin the best ADV on the market? I doubt it, and I’m sure Ryan would be quick to correct me if I said yes, but for $14,399 for the standard transmission version we tested, it’s sure making a strong case for itself as one hell of a value in the segment. There you go, Africa Twin faithful – you asked, and Honda delivered. 2020 Honda Africa Twin + Highs Excellent engine/trans combination Thoroughly modern electronics Strong contender for Value awards – Sighs The menus can get ultra-complicated the deeper you go Some more crash protection would be nice The horn and turn signal buttons are still switched In Gear Helmet: HJC RPHA 90 Tanisk $450-$455 Jacket: Alpinestars Andes V2 Drystar Jacket $270 Pants: Alpinestars Men’s Andes V2 Drystar Pants $230 Gloves: Alpinestars SP-2 v2 Gloves $220 Boots: Alpinestars SP-1 Shoes Discontinued 2020 Honda Africa Twin CRF1100L Specifications Model Africa Twin Adventure Sports ES DCT Africa Twin Adventure Sports ES Africa Twin DCT Africa Twin Engine Type 1,084cc liquid-cooled Unicam four-stroke 22.5° parallel-twin Valve Train SOHC; four valves per cylinder Bore x Stroke 92.0mm x 81.5mm Compression Ratio 10.1:1 Induction PGM-FI electronic fuel injection w/ 46mm throttle bodies (Throttle By Wire) Ignition Full transistorized ignition Starter Electric Transmission 6 speed automatic DCT 6 speed manual 6 speed automatic DCT 6 speed manual Clutch (2) multiplate wet Multiplate wet (2) multiplate wet Multiplate wet Final Drive 525 Chain Front Suspension 45mm inverted Showa telescopic fork w/ EERA; 9.1 inches travel 45mm inverted Showa telescopic fork; 9.1 inches travel Rear Suspension Pro-Link system w/ single Showa shock w/ EERA; 9.4 inches travel Pro-Link system w/ single Showa shock; 9.4 inches travel Front Brakes Two four-piston hydraulic calipers w/ 310mm disks; ABS Rear Brakes Single one-piston hydraulic caliper w/ 256mm disk; ABS Front Tires 90/90-21 Rear Tires 150/70R-18 Rake 27.0° Trail 113mm (4.4 inches) Length 91.7 inches Width 37.9 inches 37.7 inches Height 61.5 inches 55.0 inches Seat Height 34.3 inches / 33.7 inches Ground Clearance 9.8 inches Wheelbase 62.0 inches Fuel Capacity 6.5 gallons 5.0 gallons Color Pearl Glare White/Blue Matte Black Metallic Curb Weight 553 lbs. (claimed) 530 lbs. (claimed) 524 lbs. (claimed) 501 lbs. (claimed) The post 2020 Honda Africa Twin Quick Ride Review appeared first on Motorcycle.com. Source

During its first quarter report in late April, Harley-Davidson announced it was changing course on its “More Roads” business plan, replacing it with the new “Rewire” strategy. While Harley-Davidson has only described the new plan in broad strokes, we’re already seeing some signs of Rewire falling into place. As the Rewire plan continues to develop, we figured we’d look back at the previous plan to help us figure out where Harley-Davidson goes from here. 100 New High-Impact Harley-Davidson Motorcycles The “More Roads” plan was announced on July 30, 2018, but the first inklings of it first emerged back in early 2017. It started on Jan. 31, with the company’s 2016 fiscal year presentation, when then-President and Chief Executive Officer Matt Levatich stated that Harley-Davidson would launch 50 new motorcycles over the next five years. A month later in a presentation for investors, that bold statement was replaced by an even bolder objective of launching “100 new high-impact Harley-Davidson motorcycles” over 10 years. The first of these models came shortly after, with the Street Rod, but we didn’t really see how serious Harley-Davidson was about its 100-model plan until later that summer with the revamped Softail line. Not only did this introduce a completely new cruiser, platform, it also consolidated the Softail and Dyna families into one. These eight Softails were joined by five restyled touring models. For those keeping score, that’s 14 new models, giving Harley-Davidson’s 100-model promise a good start. Of course, all of these new models stayed well within Harley-Davidson’s wheelhouse. One could argue that phasing out Dyna line was bold, but sticking with cruisers and heavyweight tourers for the first of these 100 new models was a relatively conservative move. Enter: More Roads It was the More Roads plan where we first see Harley-Davidson trying to get out of its comfort zone. The new strategy outlined five long-term objectives: Build 2 million new Harley-Davidson riders in the U.S. Grow international business to 50% of annual volume Launch 100 new high-impact Harley-Davidson motorcycles Deliver superior return on invested capital for HDMC; and Grow our business without growing our environmental impact Objective three was already in progress with that first batch of new models. They were also the types of bike that fueled Harley-Davidson’s sales in the U.S. market, so they also helped toward objective one as well. The second objective was where Harley-Davidson faced bigger challenges. While Harley-Davidson continued to tout its market share in the U.S., it recognized that the domestic motorcycle market had stalled and begun to shrink since the recession in 2008. In the 2017 fiscal year, Harley-Davidson sold 147,972 motorcycles in the U.S. and 94,816 motorcycles in outside markets, which means international business represented just 39.1% of its sales volume. Harley-Davidson would have needed to increase its international sales by about 60% to reach its objective. Continuing with a slate of cruisers and tourers would not be enough to do that; if it was, the margin would have been much closer already. No, to reach its objectives, Harley-Davidson needed to expand its product offerings to appeal to customers in markets with different tastes and needs than American riders. In Europe, the adventure-touring segments continued to fuel record sales for the likes of BMW and KTM, while the markets in China, India and Southeast Asia continued to swallow up small-displacement (150-400cc) motorcycles in volume. Harley-Davidson had exactly zero models that fit into either of those categories. Harley-Davidson finally acknowledged it needed to get out of its core segments in order to compete on a global scale. With this in mind, Harley-Davidson announced its new middleweight platform that will cover three different product spaces and four displacements. The plan for the new platform included two ADV bikes in 975 and 1250cc displacements, nine streetfighter or naked standard motorcycles ranging from 500 to 1250cc, and five more traditionally Harley models from 500 to 1250cc. Harley-Davidson unveiled three prototypes to represent the new platform: the Pan America 1250, the Streetfighter 975 (later renamed the Bronx) and a Custom 1250. The More Roads plan outlined a 2020 production launch for the Pan America 1250 with a smaller-displacement version to come in 2021. The Bronx was also supposed to launch in 2020, with the other eight naked bikes to come before 2022. The first Custom was supposed to come in 2021 with the other four planned to launch by 2022, likely as a successor to the Sportster line. To address eastern markets, the More Roads strategy outlined plans to work with an Asian manufacuturer to produce a small-displacement model “within two years” in India before expanding to other Asian markets. A year later, Harley-Davidson announced a partnership with China’s Qianjiang Motorcycle Company to produce a 338cc model. Qianjiang owns the Benelli marque, and the initial drawings of the small-displacment Harley-Davidson appeared to be based on the existing Benelli TNT300.  The third prong of Harley-Davidson’s More Roads plan called for new electric models, led by the LiveWire. Harley-Davidson has been working on the LiveWire for quite some time, even having press review a prototype in 2014. The LiveWire was supposed to be Harley-Davidson’s premium high-power electric model, headlining a lineup that would include more affordable mid-power models and higher-volume lightweight urban electric motorcycles. The LiveWire launched in 2019 while the mid-power and lightweight models were planned for 2021-2022. Altogether, the More Roads to Harley-Davidson marked an ambitious shift for the brand, one critics say was a long time coming. Perhaps too long. What Went Wrong? Developing new products takes a lot of time, effort and resource. This is especially true when the new products are much different from what a company had been producing for decades. Harley-Davidson was already late to market in the adventure-touring and streetfighter segments, and we had to wait over a year before the initial prototypes turned into concept models. Not production models, but concepts. They were further along in the development cycle, with Harley-Davidson confirming at EICMA last fall details of the new platform’s liquid-cooled Revolution Max engine. But they were still concepts. To be fair, the plan from the start was for the Pan America and Bronx to launch in 2020, but for today’s consumers, two years from the initial announcement is a long time. This isn’t unique to Harley-Davidson, however. We saw a similar approach from Yamaha with its Ténéré 700. The Ténéré first showed up as the T7 Concept in 2016, followed by a prototype in 2017, and we finally saw a production model in 2018. The Ténéré 700 launched in Europe as a 2019 model, but here in North America, consumers had to wait until this month for it to finally arrive as a 2021 model. The difference for Harley-Davidson was that the wait gave more time for the company’s problems to grow. Sales continued to worsen for Harley-Davidson, with the 242,788 motorcycles sold in 2017 dropping to 218,273 motorcycles in 2019. That’s a decrease of 10.1% in two years. Annual unit sales were decreasing for a while now, but the problems were exacerbated by a tariff war between the U.S. and the European Union. The EU responded to the U.S. tariffs on aluminum and steel by increasing tariffs on American motorcycles from 6% to 31%. Harley-Davidson had to choose between passing the cost of the tariffs onto consumers and negatively impacting sales volume or absorbing the cost itself and lowering margins. Harley chose the latter. Harley-Davidson also decided to move some production from the U.S. to factories in Brazil and India to avoid tariffs, a move that makes business sense but one that may have hurt a brand that has long trumpeted itself as being all-American. With the financial picture looking glum, Harley-Davidson’s investors started getting antsy. Not long after the 2019 fiscal year report was released, Harley-Davidson announced its President and Chief Executive Officer Matt Levatich was stepping down. A few weeks later, Impala Asset Management, a Harley-Davidson shareholder, released a statement claiming responsibility for urging the board of directors to fire Levatich, and initiated a proxy war to add two of its nominees to the board. Impala also reportedly wanted Harley-Davidson to refocus on its core riders, a move that would run directly counter to the More Roads strategy. The board eventually reached a settlement with Impala, agreeing to name an independent director. Jochen Zeitz, who took over for Levatich on an interim basis, was then installed as the new president and CEO. Rewire: A Course Correction Shortly before Zeitz’s position became permanent, he presented Harley-Davidson’s Q1 report and announced the new five-year “Rewire” plan. Finer details of the plan would be released in the near future, but on a macro level, the Rewire playbook involved five key points: Enhance core strengths and better balance expansion into new spaces Prioritize the markets that matter Reset product launches and product line up for simplicity and maximum impact Build the Parts & Accessories and General Merchandise businesses to full potential Adjust and align the organizational structure, cost structure and operating model to reduce complexity and drive efficiency to set Harley-Davidson up for stability and success The first three points are where we see Rewire alter the More Roads plan. Zeitz’ presentation made no mention of the “100 New High-Impact Harley-Davidson Motorcycles”. Instead, Harley-Davidson seems to be taking a more conservative approach. Many interpreted this to mean Harley-Davidson is giving up on the LiveWire, Pan America or Bronx, but this does not seem to be the case. Harley-Davidson says it isn’t giving up on adventure touring, streetfighters or electric motorcycles, just finding a better balance between focusing on its core market and expanding into new ones. We’re already seeing an adjustment to the Pan America and Bronx timelines. As recently as May 31, the Future Vehicles page on Harley-Davidson’s website listed the Pan America as “coming 2020” and the Bronx “planned for 2020”. In June, however, it was replaced by a new Future Vehicles section that lists the Pan America and the Bronx as “coming in 2021”. The new liquid-cooled Custom model remain listed as “planned for 2021” while the mid-power and lightweight electrics still do not have a timeline. While pushing these new models back, we expect Harley-Davidson to fill the void with more variations to its Softail and Touring platforms. What’s less certain is the status of the small-displacement model for Asian markets. The 338cc model was expected to launch this year, but there has been no word about it recently from either Harley-Davidson or Qianjiang. Part of that may be a result of COVID-19 affecting timelines, but the Rewire plan makes no mention of the bike at all, leaving its future in doubt. We expect to learn more about Rewire over the next few months. Harley-Davidson typically announces most of its model lineup in late August, but that may change now, as part of the Rewire plan includes timing launches for closer to the start of the riding season. “More Roads” Timeline Date Production Models Prototypes/Concepts Feb. 28, 2017 Harley-Davidson sets goal of 100 new models in 10 years March 9, 2017 Street Rod Aug. 22, 2017 Fat Boy Heritage Classic + Heritage Classic 114 Low Rider Softail Slim Deluxe Breakout Fat Bob Street Bob CVO Street Glide CVO Road Glide CVO Limited Street Glide Special Road Glide Special 115th Anniversary Heritage Classic 114 115th Anniversary Fat Boy 114 115th Anniversary Ultra Limited 115th Anniversary Tri-Glide 115th Anniversary CVO Limited Nov. 7, 2017 Sport Glide Feb. 21, 2018 Forty-Eight Special Iron 1200 July 30, 2018 “More Roads to Harley-Davidson” plan announced July 30, 2018 First look at Pan America, Streetfighter (Bronx) and Custom Promises 3 product spaces and 4 displacements 500-1250 Small displacement model planned for Asia Aug. 21, 2018 CVO Limited CVO Street Glide CVO Road Glide FXDR 114 Jan. 28, 2019 Two lightweight electric concepts March 4, 2019 Electra Glide Standard June 19, 2019 Confirms 338cc model with Qianjiang for Asia July 11, 2019 LiveWire Aug. 20, 2019 CVO Tri-Glide Low Rider S Road Glide Limited Nov. 4, 2019 Pan America and Bronx concepts + Revolution Max engine revealed, targeting 2020 launch Feb. 3, 2020 Fat Boy 30th Anniversary CVO Road Glide Feb. 24, 2020 Softail Standard April 28, 2020 “Rewire” plan announced May 2020 Pan America and Bronx pushed to 2021 Custom still planned for 2021 No updates on 338cc model for Asia The post From “More Roads” to “Rewire” – Where Does Harley-Davidson Go From Here? appeared first on Motorcycle.com. 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