Peon Maface

AGV is as Italian as bocce ball and torta di mele; it is to motorcycle roadracing as cheese is to tortellini – and its premium helmets could, and still can be found on the heads of such racing greats as Giacomo Agostini, Barry Sheene, and now Valentino Rossi. Not that you need to be a professional racer, now that the company produces helmets for touring, offroad, and urban riding as well. AGV was founded in 1947 by Gino Amisano (1920–2009), in the village of Valenza in Italy’s Piedmont region, hence Amisano Gino Valenza. Trained as an accountant and having worked as a partner in a company making leather saddle covers and helmets for cyclists, Amisano’s timing was perfect, as Lambretta and Vespa introduced their first scooters in the post WW2 period. AGV began cranking out leather saddles for those revolutionary and fashionable Italian personnel carriers – along with an equally innovative leather helmet. Let the games begin. AGV’s breakthrough design pulled a leather outer over a mold, then baked it slowly to form a rigid protective shell, with a comfortable energy-absorbing padded leather lining inside. (photo courtesy AGV) In 1954, after experimenting with a range of alternative shell materials, AGV created the first fiberglass helmet. Two years later, the classic “pudding bowl” design was replaced with the much more protective enveloping design of the “Jet” helmet. Still open-faced, it at least covered the sides of the head and wrapped around the base of the skull, in the style AGV still produces today as the X70. Racing and AGV are closely linked, and it was one of the first helmet manufacturers to actively involve top riders in the testing and development of its designs, starting with MV Agusta star Carlo Bandirola, an early adopter of the first fiberglass design. The great Renzo Pasolini didn’t abandon his beloved AGV Jet for a full-face AGV model until the `70s. AGV was also a pioneer of trackside advertising; in 1958 it displayed its banner outside a prominent corner. Today the company’s red, white and green logo represents the rear view of an AGV: Amisano liked to joke it was the only view its competitors would ever get of Agostini. In 1972, Amisano began a program of rider sponsorship that continues today. Marco Lucchinelli, Franco Uncini, Kenny Roberts, Barry Sheene, Randy Mamola, Johnny Cecotto, Steve Baker, and Angel Nieto all benefited from AGV’s largesse, in addition to Ago and Vale. Rossi was even made an Honorary President of the company in 2008 in appreciation for his contributions toward AGV helmet evolution. It’s all about the safety, and the racing. AGV was a big sponsor of Dr. Claudio Costa’s life-saving Clinica Mobile, which began providing trackside medical assistance to riders in 1977. In 1969, Alberto Pagani wore the first full-face helmet to appear at an Italian Grand Prix, at Imola. It wasn’t quite an AGV innovation, but the company claimed its new full-face improved on the comfort, aerodynamics and field of vision of the revolutionary Bell Star from the US, quite a low bar frankly. The significantly enhanced safety of the full-face helmet meant it was rapidly adopted not just by all the top motorcycle riders, but in Formula 1 as well. Within a few years, Emerson Fittipaldi, Niki Lauda and Nelson Piquet were all racing in AGVs. In July 2007, AGV was acquired by fellow Italian motorcycling innovator Dainese, maker of fine leathers, boots, and gloves, a great symbiotic relationship that combined the abilities of the two companies to cover the rider from head to toe. That same year, AGV announced a new integrated technical design and construction approach called AGV Extreme Standards, which means these helmets not only meet DOT and ECE standards, but also makes them capable of protecting athletes in a performance race setting, where speeds are much higher. The Pista GP was the first Extreme Standards helmet, launched in 2012. All current AGV helmets are now designed to the Extreme Standards, ah, standard. AGV launched its Legends line in 2018, with Agostini and Pasolini replicas. (photo courtesy AGV) In 2015, Investcorp, a leading global provider of “alternative investment products,” acquired an 80% stake in Dainese/AGV, providing a substantial investment to keep things humming along into the future. We hope. The following is a sampler of our favorite AGV lids. Table of Contents AGV Pista GP RR AGV Corsa R AGV K6 AGV X3000 AGV Sportmodular AGV AX-9 AGV K1 AGV X70 AGV Pista GP RR At the pointy end of the racing spear would be the helmet worn by Valentino Rossi and others, this particular limited edition graphic being the Winter Test 2005. It commemorates one of Rossi’s best seasons, and was only worn in testing just after he’d brought Yamaha its first championship in the premier class since 1992. It led to a slew of AGV Rossi graphics ever since. The Pista GP RR, as you might guess carries a lofty price as AGV’s top-of-the-line track helmet, with a shell constructed entirely of carbon fiber (not just a carbon outer layer like some other) for ultimate weight savings. Each of its four available shell sizes receives its own dedicated EPS liner for supreme fit and comfort across seven sizes from XS to XXL. A long, dual-plane rear spoiler reduces turbulence at Jerez speed. Computational Fluid Dynamic (CFD) simulation software was used in conjunction with wind-tunnel testing for aerodynamic purposes, not only to slice the cleanest hole through the air, but also to help keep the rider’s head stable even while turning their head at high speed (our advice: Never look back). Offering a 190º horizontal, and 85º vertical field of view, the eye port is huge, and the 5mm visor is one of the thickest available. Other details include metal top vents, scooped and elongated chin vents to draw in more air, and a recessed visor closure system for smoother operation and to help prevent accidental opening in the event of a crash. Lastly, the Pista GP RR comes with an integrated hydration system. Bottom Line/Be like Valentino Shop Now AGV Corsa R The AGV Corsa R is like the fraternal twin to the Pista. Instead of carbon fiber, its shell is constructed from a carbon, Kevlar and fiberglass composite, making it way less expensive. The Biplano rear spoiler seen on the Pista GP R is gone, replaced with a more sensible, slightly elongated rear spoiler. Its interior provides a smooth, pressure-free fit, and a patented reversible crown pad features two distinct fabrics, allowing the wearer to select between warmer and cooler sides depending on conditions. Lastly, the Corsa R doesn’t see the scooped chin vents its MotoGP brother has, nor does it get the hydration system. Otherwise, the Corsa and Pista are identical. AGV Corsa R Helmet: First Impressions Bottom Line/Affordable Pista the pie Shop Now AGV K6 The latest thing from Italy is the culmination of all of AGV’s helmet technology focussed onto a single helmet for all manner of street uses. A super light carbon and aramid fiber shell is formed into an aerodynamic shape that works well on any kind of motorcycle even at ludicrous speed, and its intermediate oval shape and four shell sizes deliver an excellent, snug fit for most heads in seven sizes from XS to 2XL. A plush Ritmo and Shalimar fabric interior is moisture-wicking, removable, and quiet – and well ventilated by five big vents. The K6’s shield is easily swappable using really small mechanisms to maximize EPS area, and the large eyeport provides a sweeping, 190-degree panorama for maximum visibility. Furthermore, the shape of the helmet is designed to minimize the chances of collarbone contact – a thing AGV invented. All that weighs right around 3 pounds, which is seriously light and makes a big difference on longer days in the saddle. Bottom Line/AGV's do-it-all street helmet Shop Now AGV X3000 Something in a retro perhaps? This one has the same shape as the helmet Giacomo Agostini wore on his way to 15 world championships, but under the cool Barry Sheene graphics of this example (one of many), you’ll find the safety, ventilation and comfort you expect from a modern day AGV. The removable and washable premium interior is constructed of genuine leather and suede fabric with an embroidered logo. Three shell sizes, in AGV’s Advanced Composite Fiber, keep things light – just over three pounds – in seven available sizes to fit long oval heads. MO Tested: AGV X3000 Review Bottom Line/Relive the swingin' `70s in comfort Shop Now AGV Sportmodular AGV’s flip-front Sportmodular is built entirely from Carbon Fiber. AGV says this one meets the same safety standards as its Pista GP RR helmet – while weighing slightly less than the racing counterpart – around 3.2 pounds depending on size. Its D-rings are titanium, 43% lighter than steel. That’s pretty amazing, and that light weight is a big reason why the Sportmodular is so comfortable. Built for the sport and sport-touring rider, AGV says it spent countless hours in the wind tunnel to make the Sportmodular aerodynamic and quiet, while still providing good ventilation and stability. Three shell sizes covering XS to 3XL mean everybody should be able to find a comfortable yet compact fit. Inside, you’ll find the same high-end plush accommodations and excellent ventilation you expect from a helmet in this loftyish price range. MO Tested: AGV Sportmodular Helmet Review Bottom Line/Once you go modular, you never go regular Shop Now AGV AX-9 With its latest adventure helmet, AGV redesigned the ventilation system on the chinbar to give users venting which can be closed from the front or back, as well as being able to completely remove the front closure system to allow for a dirtbike-esque open chin vent with nothing but an open-cell foam type filter in the chin bar vent. The AX-9 is made from a tri-composite blend of carbon, Kevlar, and fiberglass, and can also be had in full carbon for quite a few dollars more. A large peak keeps the sun out of your eyes, while also being aerodynamic, and can be easily removed for even better aero when the speed arises. The AX-9 also comes with a pinlock-ready shield and has dedicated cutouts for a communication system. The liner uses Shalimar and other materials; cheek pads and top liner are moisture wicking, the neckroll is water resistant to prevent water from getting inside the helmet, and ridges for glasses wearers are molded in for optimal comfort. The AX-9 fits intermediate oval skulls best, in nine different sizes from 2XS to 3XL. Bottom Line/Ready for adventure Shop Now AGV K1 You don’t have to empty your bank account to pay head homage to your heroes. The K1 doesn’t have quite the high-tech bona fides of AGV’s latest and greatest lids, but if you’re mostly just riding to work or school and not really racing every day, it’s a perfectly fine choice for way less money. In fact, its aerodynamic shape, ventilation, and spoiler were developed for the wind-tunnel tested Corsa R and Pista GP RR, with a shell and spoiler designed to provide stability at speed, and with the spoiler also acting as a passive vent to extract hot air as you ride. Its High Resistance Thermoplastic Resin shell is going to make the K1 just slightly heavier, at around 3.6 pounds, and only two shell sizes must cover all seven sizes from XS to 2XL. But, as we’ve said repeatedly – if the helmet fits, you must acquit. If yours is an intermediate oval shaped skull filled with visions of GP glory, the K1 is a viable and affordable way to get there. In addition to the classic Vale Soleluna (sun and moon) pictured, we’re also seeing Joan Mir and Jack Miller replica K1s. Bottom Line/Rossi wasn't always wealthy either; this one's a bargain Shop Now AGV X70 Relive the thrilling days of the `50s, when men were men and AGV’s first fiberglass shelled helmet was the Jet, with a shape much like the modern X70. The classic styling belies the updated everything else, including an ACF fiberglass shell containing a high quality EPS liner and high-end comfortable eco-leather and fabric interior, which is removable and washable. You probably don’t need to be told open-face helmets don’t provide the protection of a full-face, but for low-speed scooting about town, it’s tough to beat the X70’s light weight and ahhhh, open-facedness. Be sure to wear good eye protection, maybe some period goggles like the great Renzo Pasolini wore with this signature design back in the day. Bottom Line/Nice on your Vespa Ciao Shop Now AGV Helmets FAQ What does AGV stand for? For those who weren’t paying attention during that long drawn-out intro, the company founder was named Gino Amisano (1920–2009), who began AGV in the town of Valenza in Italy’s Piedmont region. Hence Amisano Gino Valenza – AGV. Are AGV helmets good? For a long time there many of the company’s helmets weren’t the most comfortable, possibly the result of shells that weren’t the best fit for lots of American heads. Following the acquisition by Dainese in 2007, though, they really seem to have stepped up the game in every way, including fit, comfort, and overall quality. With the adoption of Extreme Standards technology, beginning with the 2012 Pista GP – a standard which it now follows in all its helmets – AGVs are also some of the most protective helmets you can buy, exceeding DOT and ECE standards. How much is an AGV helmet? How much have you got? You can spend $1699.95 for the most expensive limited edition Pista GP-RR. Or as little as $209.95 for a Matt Black K1. They are definitely in the premium helmet category, but AGV is so prolific with its designs it seems like there are always great closeout deals to be had, too. Additional Resources Best Modular Motorcycle Helmets Best Motorcycle Touring Helmets Best Motorcycle Racing Helmets The 10 Best Motorcycle Helmets You Can Buy Today 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 AGV Helmets: Everything You Need to Know appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/vVq95-Fcv6cSource

Adventure motorcycle helmets meld the features of on-road and off-road lids to provide adventure riders with a level of versatility that mirrors that of their machines. Manufacturers of all sorts have jumped into the ADV helmet market to give us riders a smorgasbord of options to choose from. We’ve put together the list below to give adv-curious riders a one-stop article to check out the full range. From budget-minded to expensive feature-packed lids, there’s something here for everyone. Table of Contents AFX FX-41 DS Best bang for your buck: Bell MX-9 Adventure MIPS Editor's Choice: Shoei Hornet X2 AGV AX-9 Arai XD-4 HJC DS-X1 KLIM Krios Pro LS2 Metro V3 Nexx X-Wild Enduro Schuberth E1 Scorpion EXO-AT950 AFX FX-41 DS The AFX FX-41 DS is a bargain of a helmet. Packed to the gills with features, the AFX FX-41 helmet incorporates comforts absent from more expensive competitors, but at a very affordable price point. The FX-41 DS helmet incorporates a drop-down internal sun visor, 17 points of ventilation, a removable peak visor, a large eye port with optically correct UV and scratch-resistant face shield, and a hypoallergenic and antimicrobial removable inner liner. The AFX FX-41 DS also meets DOT and ECE 22.05 safety ratings. Shop Now Best bang for your buck: Bell MX-9 Adventure MIPS The Bell MX-9 Adventure MIPS helmet is based on the company’s MX-9 motocross helmet with added features such as a sealing face shield for adventure riders. The helmet and shield are designed to work with goggles with the shield in the up position. The polycarbonate shell comes in three sizes keeping extra heft to a minimum. This version of the helmet is equipped with MIPS, the Multi-directional Impact Protection System which is designed to more efficiently disperse rotational impact energy. The MX-9 Adventure uses Bell’s Velocity-flow ventilation system to keep riders cool and the moisture-wicking liner is removable for washing. The Bell MX-9 Adventure MIPS is DOT and ECE rated. Graphics range in price from $219.95 to $239.95. Shop Now Editor's Choice: Shoei Hornet X2 Shoei helmets carry their own standard. Loved by those around the world, the first iteration of the Hornet enjoyed success as Shoei’s first adventure helmet and the Hornet X2 follows in its footsteps. The Hornet X2 uses four shell sizes for its XS-2XL size range. The new peak has been aerodynamically designed to provide less buffeting and distortion at speed. The visor and shield can be removed to allow users to fine-tune their configuration and the shield can be removed without removing the peak to make things easier. The liner is removable and washable and features an emergency quick-release system should the rider have an accident and be in need of help. Tons of ventilation can be adjusted to fine-tune the airflow through the helmet and a removable breath guard and chin curtain are included. The face shield is Pinlock-ready and the Hornet X2 comes with the Pinlock insert. The Shoei Hornet 2 is DOT and SNELL 2015 rated. Graphic options can be had starting at $715.99. The helmet is so loved around MO that both Tom Roderick and Evans Brasfield have reviewed the Hornet X2. Shop Now AGV AX-9 The AGV AX-9 recently replaced the AX-8 which had been a great adventure helmet for AGV since 2011. With this new model, AGV has redesigned the ventilation system on the chinbar giving users venting which can be closed from the front or back as well as being able to completely remove the front closure system to allow for a more dirtbike-esque open chin vent. As before, there is still an open-cell foam type filter in the chin bar vent. The AX-9 is made from a tri-composite blend of carbon, Kevlar, and fiberglass as before and can also be had in full carbon for $150 dollars extra. One visibly noticeable difference between the newcomer and the outgoing model is the peak. The peak on the AX-9 is, to put it lightly, large. Larger than the AX-8 by a decent margin. AGV says this allows the peak to better do its job of keeping the sun out of your eyes and the shape and design of the new piece is more aerodynamic. The AX-9 also comes with a pinlock-ready shield and, unlike the previous model, had dedicated cutouts for a communication system to be installed. The interior liner material has also received an upgrade with Shalimar materials among others to give a more premium and comfortable interface with your skin. The fit of the helmet itself has also been refined to fall more in line with the standard intermediate oval head shape which is most prevalent in the U.S. whereas the previous version was a bit tighter in the crown. The AX-9 is DOT and ECE rated. The only downsides would be that AX-9 is slightly heavier than its predecessor, even still the helmet is relatively light, and the AX-9 is $100 more expensive than the previous version’s original retail price. Graphics can be had for an additional $50 and again, a full carbon version is available for $649.95. Shop Now Arai XD-4 The Arai XD-4 is a staple in the adventure motorcycling community. It has been around for quite some time and protected the likes of Ewan and Charlie during their around the world explorations as well as countless other adventurers. The XD-4 has an intermediate oval head shape and a liner that allows the user to peel away 5mm layers of foam in specific areas to help adjust the fit. Ventilation is managed by two brow vents in the shield which can be opened or closed, two top vents, an adjustable chin vent, two chin bar vents, and a total of four exhaust vents. All of the vents aside from the lower exhaust vents can be closed. The shape of the peak and helmet itself has been aerodynamically designed to reduce buffeting and increase comfort when riding at speed. The Arai XD-4 is SNELL and DOT rated. Other color variations can be had, most of which are priced at $739.95. Shop Now HJC DS-X1 HJC offers a large lineup of products from budget-friendly to premium. The DS-X1 is the company’s entry-level adventure helmet which can easily be converted for street or dirt biased use. The peak is easily removable with a Phillips head screw for pounding out the miles at highway speed and the shield can be removed quickly to use goggles for off-road work. The DS-X1 uses a polycarbonate shell and comes with a pinlock-ready shield. Closable chin vents and top vents allow for air to channel its way through to the exhaust ports on the back of the helmet. The HJC DS-X1 is DOT rated. Graphic options range in price from $189.99 to $194.99. Shop Now KLIM Krios Pro The new KLIM Krios Pro is the newest offering in the KLIM helmet lineup. This new helmet packs a ton of tech and versatility into its hand laid carbon fiber shell. The use of carbon fiber isn’t the only weight saving measure though. After seeing Koroyd material used in the KLIM F5, the use of this new material in the Krios Pro is the first time Koroyd has been used in a street motorcycle helmet. Koroyd is a lightweight composition of welded polymer tubes and claims to absorb up to 48% more energy than traditional EPS during an impact. Not to mention it ventilates quite well, too. The features don’t stop there. The Krios Pro features fully adjustable chin and forehead vents as well as KLIM’s KLIMATEK removable antimicrobial moisture-wicking liner. Refined aerodynamics from the previous Krios model is said to provide a quieter ride and better stability at speed. A Pinlock-ready shield and Transitions shield is included with the Krios Pro. The Fidlock magnetic closure found on the Krios Pro is a feature we raved about in our F5 helmet review. The helmet is easily converted into four different riding styles: adventure, which is how the helmet is set up out of the box, dual-sport with the use of goggles with the shield still attached, off-road with goggles and the shield removed, and street with the peak removed. The Krios Pro is also compatible with Sena’s 10U unit or other comm systems. The KLIM Krios Pro is DOT and ECE rated. Shop Now LS2 Metro V3 The LS2 Metro V3 packs ADV features into a modular helmet. The Metro V3 sports an intermediate oval head shape and is made in three polycarbonate shell sizes to keep bulk to a minimum. For versatility, the visor and peak can be removed to let users configure the helmet as their adventure unfolds. The Metro V3 offers plenty of ventilation through the chin bar which can be closed should cooler temps arise. An internal sun visor is also included and the V3 uses a ratcheting-type closure on the chin strap. The liner is fully removable and features dedicated speaker pockets for adding a comm system. The Metro V3’s shield features a fog-resistant coating, but is not set up to use a Pinlock. The LS2 Metro V3 is DOT rated and can be had with graphics starting at $239.98. Shop Now Nexx X-Wild Enduro The Nexx X-Wild Enduro helmet is designed to meld the advantages of touring and off-road lids. The X-Wild uses three shell sizes made up of X-Matrix material which is a tri-blend of fiberglass, aramid, and carbon fiber to keep the helmet lightweight. In the box, users have the option of leaving the adjustable street chinbar vent in place or replacing it with the provided off-road vent which allows for more airflow. There is also a peak extender should you want to elongate the helmet’s peak. Revised closable vents across the top provide more airflow when compared to the outgoing model to keep riders cool in technical situations. The internal padding can also be tweaked with the provided extra foam which gives users the option to add padding where they see fit. The helmet is set up to use the Nexx X-Com communication system or whichever comm unit you prefer. The shield is Pinlock-ready although the Pinlock itself is sold separately and the helmet features an internal sun visor. The Nexx X-Wild Enduro is DOT rated and available in graphics starting at $529.95. Shop Now Schuberth E1 Schuberth’s E1 is based on its highly successful C3 Pro modular helmet. Another modular, you say!? Yes, and this isn’t the last on this list. The C3 Pro modular helmet from Schuberth is touted as one of the quietest helmets on the market and we’re told this carries over into the E1. The chin bar has received a new vent to allow for more airflow and a three-position adjustable peak to protect from sun and roost. The peak or shield can be removed for the rider’s preferred setup. The outer shell is offered in only two shell sizes for a seven size run between XS-3XL. The COOLMAX and Thermacool liner materials work together to keep the rider comfortable and are fully removable for washing. The E1 uses Schuberth’s Anti-Roll-Off System which is incorporated into every Schuberth helmet to ensure when the ratcheting chin strap is adjusted correctly, that the helmet will not roll off the rider’s head. The E1 can be used with the Schuberth SRC system or other communication systems. The Pinlock ready shield and included Pinlock keep the shield fog-free no matter the weather outside. The Schuberth E1 is DOT rated and available in graphics starting at $849.00. Check out John Burn’s full review of the Schuberth E1 here. Shop Now Scorpion EXO-AT950 The Scorpion EXO-AT950 gives riders the versatility of an adventure helmet with the convenience of a modular. This polycarbonate lid is offered in three shell sizes for its XS-3XL size run. Riders can choose to remove the peak or shield to configure the helmet to their adventure. The shield features an anti-fog coating and an internal sun visor is also included. A dual configurable chin vent gives ventilation options while the top vent and exhaust vents route air in and out of the helmet. The KwikWick liner is antimicrobial and is designed to keep the rider comfortable in cold and hot weather. The AT950 has dedicated speaker cutouts to allow for comfortable installation of your preferred comm system. The Scorpion EXO-AT950 is DOT rated and available in graphics starting at $289.95. Check out Troy Siahaan’s full review here. Shop Now Which features do I need to consider when choosing adventure motorcycle helmets? This mostly depends on what and where you ride as well as personal preferences. If you live in a climate that is hot, ventilation might be an important feature. Or, if you live in a rainy climate, you may want to consider a helmet with a Pinlock-compatible shield to reduce the chance of fogging. Weight is also a factor that often correlates to price, which is itself another important point. The helmets listed above provide a wide range of options for curious ADV riders. What’s the difference between adventure motorcycle helmets and regular helmets? The biggest difference between adventure helmets and other street helmets are fairly obvious just from looking at the two side by side. Adventure helmets meld off-road and street helmet’s feature into one. The peak, large viewport, and pointed chin guard all help bridge the gap for performance on and off-road. Recent Updates: Products updated, FAQ, Updates, and Additional Resources added. Additional Resources Best Adventure Motorcycle Touring Suits For Braving The Unknown Best Adventure Motorcycle Gloves Best Adventure Motorcycle Boots For Those Looking To Go Further Adventure Tire Buyer’s Guide 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 Best Adventure Motorcycle Helmets appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/5pIsNVcM6UwSource

Evans: 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 being sent 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 and what certifications to look for – which you’ll find after the product recommendations – and also a few options our staff has used or knows to be of good quality. But first an explanation… 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 manufacturer’s recommendations, and a little bit of scrutiny to make it past the marketing hype will go a long way toward 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 other variables and a conversation for another time. The information below should be enough to ensure you pick the right kind of oil to keep your motorcycle performing as it should. Included here 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 1. Bel-Ray EXP Synthetic Ester Blend 4T Engine Oil 2. Castrol Power 1 3. Liqui Moly 4T Conventional Street Oil 4. Manufacturer’s brand 5. Maxima Premium 6. Motorex Formula 4T 7. Motul 300V 8. Shell Rotella 1. 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 2. 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 3. 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 4. 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 5. 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 6. 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 7. 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 8. 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 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. How often should I change the oil in my motorcycle? However often your manufacturer suggests! How do I check the oil in my motorcycle? Most motorcycles have either a sight glass which you can see the oil level through while the bike is upright to determine levels and/or a dipstick similar to what is used in most four-wheeled contraptions, albeit much shorter. Recent Updates: FAQs, Updates, and Additional Resources added. Additional Resources How Do You Check A Motorcycle’s Oil Level? Do I Really Have To Change My Oil Every Year? Best Motorcycle Oil Filters 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. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/4TXvdxiwHjsSource

The devil made Ducati do it. The power of MO compelled Pete to take it for a ride, ten years ago. Ducati’s devilish anti-cruiser By Pete Brissette Feb. 14, 2011 Photos by Milagro It’s only the middle of February 2011, but Ducati may have already given the motoworld the hottest bike of the year – the Diavel.Rumors and spy shots of a fat-tired Ducati with strange styling surfaced in mid-2010. Some motorbike pundits dubbed the mystery bike Mega Monster. In the days just before the start of EICMA 2010, Ducati quit playing coy and unveiled the all-new Diavel.The question then remained: Would this wildly styled, category-defying Ducati possess the supreme handling, potent stopping force and hallmark L-Twin power that for so many years have been the underpinning characteristics of Ducati’s sporting heritage? In simpler, more colloquial terms, does the Diavel have what it takes? Can it represent, yo? The short answer is yes – mostly. http://www.motorcycle.com/gallery/gallery.php/d/276667-2/021411-2011-ducati-diavel-15.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe 2011 Ducati Diavel. Will this new Ducati that’s unlike any other Ducati redefine power cruisers, or does its break with convention defy categorization? Make up of a devil While the Diavel is a new model, it nevertheless is comprised of many familiar Ducati components, the most prominent of which is its Testastretta 11° engine. This grunty, high-performance 1198.4cc 90-degree Twin (aka L-Twin) is sourced from the current model Multistrada. And with the exception of a new exhaust, it remains largely unchanged as used in the Diavel. http://www.motorcycle.com/gallery/gallery.php/d/276658-2/021411-2011-ducati-diavel-13.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTDucati says the Diavel’s new exhaust is the key to extracting an extra 12 hp and 6.5 ft-lbs from the Testastretta 11 engine. According to Giulio Malagoli, technical director on the Diavel project, the new Duc’s exhaust system, consisting of equal-length 58mm cross-section exhaust headers and dual stacked shorty megaphone cans, is the primary contributor to a 12 hp and 6.5 ft-lb increase over the Multi’s 150 hp and 87.5 ft-lbs. The Diavel’s airbox is marginally larger than the Mulitstrada’s, but the negligible increase in volume isn’t essential to power gains and is more a matter of technical needs. Additional revisions include different cam timing, as well as reworked intake and exhaust ports.During the Diavel’s tech briefing Ducati displayed a dyno graph overlay with power and torque results for the 1198 superbike, Multistrada and Diavel While the Diavel’s version of the Testastretta is in a race with the MTS, it handily out-powers the adventure-tourer after the 6500-rpm mark. The Diavel easily out guns the 1198 until around 7000 rpm where it manages to run almost neck-and-neck with the red racer until approximately 9000 rpm, at which point the 1198 stretches its superbike legs. The Multistrada’s spread of torque is more evenly matched to the Diavel’s, until 6000 rpm at which point the new devil bike opens a large gap on the MTS and never looks back. Taking the Ducati-supplied dynos at face value, the Diavel mops up against the 1198 in low-end torque production. Diavel twisting force is notably healthier than what the 1198 produces below approximately 7000 rpm. It’s only then that the race-bike-with-lights finally regains its ground (save for a short 500-rpm dip) and soon out-twists the Diavel by 9000 rpm. http://www.motorcycle.com/gallery/gallery.php/d/276617-2/021411-2011-ducati-diavel-05.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTAlong with a new exhaust for the 1198cc Testastretta in the Diavel, it also gets new case covers. These few changes are what differentiate the Diavel’s engine from the Multistrada’s engine. According to Ducati the shape and lines of the lower chin fairing/oil cooler cover are pure sportbike What does all of this translate into? Simply allowing the Testastretta in the Diavel to exhale more efficiently has created a nearly ideal engine: potent low- to mid-range force (right where most riders need it) with the ability to sprint like a sportbike. A benefit from the design of the Diavel’s slipper-type oil-bath clutch is reduced effort at the clutch lever, as well as virtual elimination of rear tire hop during downshifts. Despite my best efforts to upset the chassis with rapid-fire downshifts, the clutch would have none of my tire-hop-inducing antics, and instead allowed the engine to wind down smoothly rather than buck like a bronco. A new, larger water pump impeller moves coolant through the Diavel’s dual lateral radiators. One radiator per side sits below the fully functional brushed aluminum air intakes and behind the narrow, vertically oriented clear-lens LED front indicators. The air intakes partially make up the shape of the Diavel’s prominent upper front half and blend in tastefully with the 4.5-gallon fuel tank’s covers that are crafted from steel rather than plastic. http://www.motorcycle.com/gallery/gallery.php/d/276677-2/021411-2011-ducati-diavel-17.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe Diavel has two radiators: one on either side behind the prominent LED turn signals and below the fully functional air intakes. The double parabola headlight uses a horizontal strip of clear LEDs as a running/positioning light. New covers for the clutch housing (which includes space for an air gap used to reduce clutch noise), alternator and cam belts round out the changes to the Testastretta in the Diavel. Risky business, profitable businessBring the Diavel’s big tire into the discussion for a minute and you have to wonder if Ducati is anticipating a shift in the company’s core demographic. Are Duc fans getting older and maybe going the way of the cruiser crowd? Let’s not forget the Diavel’s strong sportbike lines either. Where do we find the most lucrative and substantial cruiser market in the world, along with what was a robust sportbike market until recent economic climates cooled off both segments? Right here at home, the U.S. of A. Ducati North America’s John Canton says that outside of Italy, America is an important, leading market for the company, and that the Diavel will account for roughly three-fourths of projected growth in 2011 for Ducati North America. Yet when I asked if the Diavel is tailored primarily for the States and our cruiser-loving ways, Canton reaffirmed Ducati’s stance that the Diavel is a global bike in terms of its design and intent. http://www.motorcycle.com/gallery/gallery.php/d/276613-2/021411-2011-ducati-diavel-04.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe bold and unconventional style of Diavel’s tail section is proof of Ducati’s willingness to go its own way. Fair enough. But a safe speculation says that the American cruiser scene had a significant influence on the Diavel, from inception to the commitment to go full steam ahead and build it for a mass market.Still, nothing’s a sure bet all the time, right? In light of Ducati’s bike development process that skips focus group studies and market research, Canton admits that the Diavel is a big gamble for Ducati. The company has in effect dispatched with the usually sound marketing philosophy that says fit a product to a market, not a market to a product. Ducati has essentially done the inverse, moving ahead with little reassurance of the Diavel’s success. However, the Diavel isn’t the first bike with which Ducati applies its market-needs-be-damned mentality. Think the Diavel is quirky? Then you’ve too quickly forgotten about the Multistrada, especially the first gen model. Or how about the Hypermotard 1100 and 796? The Hyper and MTS weren’t mold-breaking in the sense that no market for such bikes existed. The MTS clearly falls under the adventure-touring segment, and the Hypers kind of followed in the BMW Megamoto’s footsteps as a big streetbike loosely modeled on the premise of supermotard machines. Whether those two Ducs lack wholesale originality matters not, as Ducati attributes a good portion of significant sales growth in 2010 in the face of another year when the industry as a whole was down considerably – at least in the U.S. http://www.motorcycle.com/gallery/gallery.php/d/276602-2/021411-2011-ducati-diavel-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThere’s no denying the Diavel is unusual, even for Ducati, but the brand from Bologna has gambled before and won big. Ducati says the new MTS comprises a 14.3% share of the market in its segment. “It was its first year on the market and the Multistrada became the second world-best-seller,” said Ducati Chief Executive Officer and President Gabriele Del Torchio this January during Ducati’s annual Wroom ski and press event. And according to Canton, Ducati can’t build the Hypermotard 796 fast enough for its domestic market. Response to the Diavel since its unveiling has been somewhat mixed, with internet forums abuzz with opinions running the gamut. However, Ducati has enjoyed success for some time now courtesy of its willingness to roll the dice on how many bold and brash designs riders and buyers will accept. If the past and present successes are an indication of future response to the convention-busting Diavel, this new Ducati is poised create a devil of time for other manufacturers. Despite the devil bike’s departure from traditional Ducati styling, it wouldn’t wear the name Ducati if it didn’t have a steel-tube trellis frame. While the trellis portion is oh-so-familiar looking, it is unique to the Diavel, and is joined to a new cast-aluminum subframe. http://www.motorcycle.com/gallery/gallery.php/d/276648-2/021411-2011-ducati-diavel-11.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTA hand-operated dial for adjusting shock preload peeks out from the trellis frame. A fully adjustable Sachs shock uses a hand-operated dial for remote preload adjustments and connects to a long, cast-aluminum single-sided swingarm via progressive linkage. The horizontally positioned shock resides under the swingarm – a design that allows the Diavel a reasonable seat height of 30.3 inches. Two optional seats, 20mm higher or 20mm lower, are available.Working to smooth out the ride up front is a fully adjustable inverted 50mm Marzocchi fork. A three-point adjuster knob atop each fork leg for tweaking rebound damping is a thoughtful and useful touch. Holding the fork is a minimalist “slash-cut” triple clamp – the lower clamp is cast aluminum while the upper is made from forged aluminum. A rubber-mounted handlebar clamp grips a tapered aluminum handlebar. A span of 62.6 inches is measured between the 14-spoke cast-aluminum 17-inch wheels. Steering geometry just on the cusp of cruiser territory is far from supersport-y with a 28.0-degree rake (w/24mm offset) and 5.12 inches of trail. For reference, the Monster 796’s rake is 24.0 degrees and the MTS’s is 25.0 degrees Pirelli Diablo Rosso II dual-compound tires cover those attractive hoops. A standard sportbike size 120/70-17 tire rolls in front, while the 240/45-17 mega bun on the 8-inch-wide rear wheel will make most contemporary custom choppers jealous. More on that 240 in a bit … The Diavel’s large visual volume leads you to think the bike might weigh a ton, requiring considerable effort to lift of the sidestand. It is a Ducati after all, so heavy doesn’t usually figure into an equation, and the Diavel keeps with the lightweight tradition, scaling it at 463 dry pounds for the standard model and 456 pounds for the up-spec Diavel Carbon. Impressive figures – even if only dry weights – when contrasted with the claimed curb weight of 452 pounds for a current sportbike like the 2011 GSX-R1000, or the 2011 ZX-10R/ABS with a curb weight 443 pounds. http://www.motorcycle.com/gallery/gallery.php/d/276682-2/021411-2011-ducati-diavel-18.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTHoly 240 tire, Batman! The minimalist license plate holder attaches to the left side of the single-sided swingarm and uses a bright but small LED to illuminate the number plate. Getting a leg over 30-inch saddle is easy work; the sculpted seat snuggly holds a rider in place. You soon learn to view seat’s dished-out shape as an indispensible quality the first time you take a healthy twist of the right grip with the full force of 162 hp at your beck and call. Flat footing was a cinch for my 30-inch inseam, and although the bar position is slightly forward, the reach didn’t strike me as more aggressive, than, say how a rider is positioned on standard-style bikes like the BMW F800R or Aprilia Shiver 750. Conversely, the Diavel’s footpeg position forward of the seat is less rear set than either of those bikes, and more forward than the pegs on Ducati’s own Monster 696. http://www.motorcycle.com/gallery/gallery.php/d/276717-2/021411-2011-ducati-diavel-25.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT Overall, the Diavel’s rider triangle is open and neutral with just a hint of sporting stance, which you’ll appreciate when hustling this wicked-quick cruiser-sportbike-naked-type thing along fast sweepers. 0 – 100 kph in 2.6 seconds! I hadn’t ridden many powerful motorcycles in a while, prior to saddling up to the devil bike, but there was no mistaking the amount of thrust on tap from the Testastretta as anything other than stemming from superbike heritage. The long wheelbase, cruiser-ish steering geometry and big rear tire mean instantaneous-feeling hook-up at the rear while the front remains planted when the throttle is slammed open. Ducati says the Diavel is good for 2.6 seconds at 0 to 100 kmh (62 mph), rivaling high-horsepower sportbikes for off-the-line performance. While the long wheelbase helps reduce unwanted lofting of the front-end, it’s not so long as to prevent a wheelie or 12 if you want ’em. With copious torque on tap the Diavel will, hands down, wheelie with the best of today’s sportbikes. http://www.motorcycle.com/gallery/gallery.php/d/276742-2/021411-2011-ducati-diavel-30.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe Diavel’s long wheelbase (as well as DTC if activated) helps keep the front planted under hard launches, but if you want to wheelie, the Diavel is more than ready! Get on a Diavel, ride it, and tell me you can resist its effortless wheel-lifting prowess if such antics are your thing. The Diavel’s engine is that potent and that fun. Low-rpm (below, roughly, 3000 rpm) fueling seemed smoother and more refined than the usually herky-jerky lurch that we’ve noticed on other Ducs, like the Monster 796 for example. The six-speed gearbox also seemed a tad lighter shifting than what we’re used to from some Ducs. Bigtireitis Of the mondo 240mm tire, Malagoli says that a large rear wheel/tire combo was a primary design element set forth when the Diavel concept started to take shape. He spoke of the use of a large rear tire as though it were a nonnegotiable item, along with a powerful engine and comfortable ergos, when Ducati designers and engineers began crafting this new motorcycle some three years ago. http://www.motorcycle.com/gallery/gallery.php/d/276687-2/021411-2011-ducati-diavel-19.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT The Bologna-based company sampled existing tires in the 200 to 240mm range – why reinvent the wheel if you don’t have to – fitted to 16 and 18-inch wheels. But, says Malagoli, the handling and styling Ducati was looking for came when a 240 was put on the 8-inch-wide, 17-inch diameter wheel the new Duc now uses. Pirelli was tasked with creating a purpose-built tire, and through many months of research arrived at a profile similar to that of MotoGP tires according to Malagoli. http://www.motorcycle.com/gallery/gallery.php/d/276753-2/021411-2011-ducati-diavel-32.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTGet the Diavel on the boil and you can rail most bends in the road. The big rear tire works for me as part of the Diavel’s styling; however, the rear tire’s low-speed handling performance doesn’t work quite so well for my tastes.Initial turn-in response is neutral; transitioning from upright to three-fourths lean is a fairly smooth, linear-feeling process. But it’s the last little bit of lean you might initiate to complete the turn that results in a “falling in” sensation, as though the tire’s profile is more triangulated than it appears. As I rolled into the throttle to power out of the apex of a turn, the bike would sometimes exhibit a front-end “push” – like the rear of the bike was chasing the front – depending on the radius of a turn and camber of the road. A fellow journalist and experienced racer had similar experiences and speculated this back-chasing-the-front feeling was the result of the front end’s lighter weight. In contrast to our light front-end theory, Malagoli assured me the Diavel has what is essentially a 50/50 weight bias. http://www.motorcycle.com/gallery/gallery.php/d/276637-2/021411-2011-ducati-diavel-09.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTA retractable passenger grab handle hides inconspicuously at the top of the tail section; a spring-loaded release under the seat puts the handle in action. Passenger footpegs fold discretely against the tail when not in use. While the seat seems reasonably sized, in person the pillion portion looks like more diminutive riders will feel cozier back there than larger folks. Once the bike is moving at a brisk pace, handling is much improved and you’d never guess the Diavel has such a long wheelbase.Steering response is accurate, vagueness from the rear tire melts away and the chassis remains planted throughout the turn. The Diavel’s reassuringly stable handling at speed and generous 41.0-degree lean angle gave me every confidence that if I’d worn leathers I could’ve easily dragged a knee.At the end of the day, it seems that even in the hands of Ducati engineers, a bike with a big tire still suffers some of the ill effects wide rear tires have on a motorcycle’s handling. It was hard to not draw a few parallels between the Diavel’s low-speed handling quirks with those that many big-tired custom-style cruisers have, specifically, an occasional unwillingness to steer predictably through turns at lower speeds. Stellar braking performance is the result of dual, four-piston, radial-mount monobloc Brembo calipers putting the squeeze on 320mm rotors. Bosch-Brembo ABS is standard equipment and is managed by a compact new controller that weighs a scant 1.76 lbs. Heavy braking force applied to the rear resulted in the ABS sending discernable backpressure, or pulsing, through the pedal when ABS activated. Nevertheless, the rear brake stopped the Diavel just fine. The binders up front performed flawlessly, with supreme levels of power and feel. This is some of the best braking performance most average Joes can still afford to buy, and simply what we’ve come to expect of most late-model Ducatis. Techy as ever Carried over from the Multistrada is a keyless ignition. A proximity transponder, or “pocket key,” allows the bike to start, with a switchblade-style key to open the fuel tank and saddle. The compact and multi-functional switchgear first seen on the Streetfighter that was then later adapted for use on the Multi is now employed on the Diavel. Integrated DTC (Ducati Traction Control) and Ride Modes are also part of the Diavel’s technology package. Although there’s no need for the Diavel to have the Multi’s Enduro mode setting, the Diavel, like the MTS, has Sport, Touring and Urban settings. Sport allows unfettered access to the Diavel’s 162 horsepower, with DTC set to 1. Touring mode retains the same peak power but with a less aggressive, ergo more manageable, power delivery, and a default DTC setting of 3. Urban mode takes a big bite out of the L-Twin’s ferocity, allowing only 100 hp, and DTC set to 5. The TC’s settings range from 1 (least intrusive) to 8 (most intrusive). http://www.motorcycle.com/gallery/gallery.php/d/276596-2/021411-2011-ducati-diavel-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTRegrettably this image doesn’t show the clear, colorful data in the new TFT display located in front of the fuel cap. Like on the Multistrada each mode is fully adjustable, allowing a rider to customize each mode as he or she sees fit. For example, you might want access to all 162 horses in Sport mode, but would prefer a DTC setting higher than 1. Furthermore, a rider can disable DTC and ABS altogether. And the system is “smart” enough to remember the status of ABS when the bike is powered off. Upon start up, the system retains the last known setting (On or Off) rather than going back to a default On setting. This highly adaptable system’s readouts are now displayed on an all-new TFT (Thin Film Transistor) LCD located on the fuel tank just ahead of the filler cap. It works independently of the handlebar-mounted monochrome LCD instrument panel that displays speed, rpm, etc. The new TFT display is nothing short of a brilliant move by Ducati, as navigating the colorful GPS-like display is more intuitive than operating the Multistrada’s all-inclusive, colorless one-piece instrument panel. Along with managing DTC, ride modes and ABS, the TFT also displays gear position, odometer and tripmeters. It’s also light sensitive, meaning it’ll adapt its background color of either white or black based on ambient light. This new split-level display is so impressive I’m confident we’ll see it, or a variation, sooner than later on other Ducati models. http://www.motorcycle.com/gallery/gallery.php/d/276692-2/021411-2011-ducati-diavel-20.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT Is the Diavel better than the devil(s) you know? While the Diavel doesn’t fit neatly into existing categories of motorcycles, it hasn’t stopped some folks from slotting the Diavel alongside Yamaha’s VMax. The Star VMax, as you’re probably aware, received its first ground-up overhaul since its 1985 introduction in late 2008. Every bit of that iconic bike went upscale without losing its core styling, and of course, class-dominating power. Yamaha claims 200 hp at the crank, and when we compared the VMax to Triumph’s Rocket III Roadster, the YamaStar managed 167.5 rwhp. Though the Diavel’s claimed 162 hp at the crank doesn’t come close to VMax territory, the Ducati weighs, um … Hundreds of pounds less! Although Ducati only lists dry weights, we can speculate, say, an extra 50 lbs for fluids, battery, fuel, etc. Add this to the non-carbon Diavel’s dry weight and we get a standard Diavel scaling in somewhere around 515 pounds. That’s 170 pounds less than the wet weight figure (685) for the VMax. http://www.motorcycle.com/gallery/gallery.php/d/276757-2/021411-2011-ducati-diavel-33.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe standard model Diavel is available in red or black with color-matched trellis frame. The Diavel Carbon comes in black/carbon with black frame and in red/black with red frame. Nearly 200 friggin’ pounds! The VMax’s advantage of nearly 40 hp at the crank is nothing to slough off, and it also spins a narrower, 200mm rear tire. But now having experienced the Diavel, I can’t really see the VMax holding a candle to the Diavel except maybe down the dragstrip. But even then, the chain-driven Duc likely will put power down better than the Max’s shaft. Furthermore, the special-order only Mad Max retails for $19,890. The Diavel Carbon sells for $19,995. With the Diavel Carbon comes forged Marchesini wheels that Ducati says are 5.5 pounds lighter than the standard model’s wheels – and that’s a crucial savings in unsprung weight. Naturally, the Carbon also wears carbon fiber, with fuel tank panels, front fender and passenger seat cover made from the pricey material. Additionally, fork legs get a diamond-like hardening treatment to reduce stiction. If you can live without the light stuff, the standard Diavel, with the same horsepower, Brembo brakes, excellent suspension, and comparatively light weight, is a bargain at $16,995. Of course there are heaps of accessories, including lots of carbon, to help personalize the Diavel. While the new Diavel isn’t a perfect beast in light of its slow-speed handling peccadilloes, the totality of the bike’s performance and collection of high-quality components help to compensate for the handling issue. http://www.motorcycle.com/gallery/gallery.php/d/276662-2/021411-2011-ducati-diavel-14.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTIs the two-wheeled world ready for the Diavel? Probably. With unique styling, and the horsepower to back up its polarizing looks that say, “Hey, look at me!” the Diavel is a devil like no other. Related Reading See and hear the Diavel! 2011 Ducati Diavel Review (Almost) 2010 Ducati Multistrada Review 2010 Triumph Rocket III Roadster vs. 2010 Star VMax All Things Ducati on Motorcycle.com The post Church of MO: 2011 Ducati Diavel Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/sH1P_Ee_OxASource

Way back in October, we previewed Shoei’s RF–1200 while we waited for our samples to arrive stateside. Well, we’ve logged a couple thousand miles with Shoei’s latest lid and can offer a full review. Folks who’ve loved the RF series of Shoei helmets in the past will be happy to know that the fit is still the same. If you have an oval head, the new RF will feel instantly comfortable. While your noggin may tell you the helmet feels similar to past models, your hands will tell you another story as you don and doff the helmet. The shell itself feels more appropriately proportioned to the head size it is slated to fit which is most likely the result of the four shell sizes. With each shell supporting a smaller number of sizes, the tolerances can be tightened between the shell and the liner. http://www.motorcycle.com/blog/wp-content/uploads/2014/02/Shoei-RF-1200-Mystify-and-Dominance-633x396.jpgAside from the Mystify TC–5 (left) and the Dominance TC-2 (right) tested, the RF-1200 is offered in four additional graphic styles and nine solid colors. Even though the helmet’s opening is slightly smaller, the comfort padding keeps you from feeling like you’re trying to squeeze your head through a keyhole. Said Editor-in-Chief, Kevin Duke, “I really like the concise size of the outer shell, which seems smaller than most others in my XS size. This aids the helmet’s mass centralization, helping it feel light on my head.” Both Duke and I have long-oval shaped heads, and the RF-1200 fit without the fore and aft hot spots often experienced with our head shape. Similarly, the side-to-side fit is comfortably close without any gaps to allow in noise. Both testers described the fit as “snug” but comfortable. http://www.motorcycle.com/blog/wp-content/uploads/2014/02/Shoei-RF-1200-Bottom-633x388.jpgVisually, the bottom of the RF-1200 is not very different from the RF-1100, but subtle changes result in a quieter helmet. The chin curtain reduces noise further. Shoei’s work in reducing helmet noise shows with the RF-1200. The smaller opening and closer fitting comfort padding around the rider’s ears helps muffle the wind noise that emanates from the helmet base. The included chin curtain reduces the sound a tad further but at the expense of ventilation around a rider’s mouth. The chin curtain also makes the helmet warmer on chilly days. The improved aerodynamics that Shoei stressed in its press materials are apparent at speed. In a clean airstream, the buffeting around the lower portion of the helmet is reduced compared to previous RFs. “The RF glides smoothly through the air, even when tipped sideways at highway speeds while shoulder-checking,” notes Duke. Although the 1200’s aerodynamics do play an important role in the reduced noise reaching the rider’s ears, don’t let this fool you into thinking that earplugs will not be necessary when riding on the highway. No helmet we’ve tested prevents harmful noise from reaching ears while traveling at highway speeds. Read our investigation of hearing loss by motorcyclists http://www.motorcycle.com/blog/wp-content/uploads/2014/02/Shoei-RF-1200-Forehead-Vents-633x388.jpgThe RF-1200’s venting is decent if not excellent. The RF-1200’s ventilation received mixed reviews. Said Duke, “The RF’s ventilation is good but not great. Each of the four intake ports contribute to the flow, while the rear exhaust port adds a small but noticeable breeze.” Also, the forehead vents seems to be particularly susceptible to noise when turbulence is aimed directly at the ports. Moving the dirty air flow an inch higher or lower resolves the problem. Duke summed up his notes about the RF’s breathability by saying, “The RF doesn’t seem to achieve the high levels of ventilation offered by Shoei’s X-Eleven or even its Neotec modular lid I reviewed and rated highly.” The new visor, with its top and bottom supporting ribs, helped to increase the rigidity of the plastic when raising or lowering the shield. However, the stiff detents in the opening range occasionally caused the visor to flex and refuse to rotate. Making sure to not apply any side force but, rather, straight up and down force to the visor prevents the flex. The eye port covered by the visor is spacious without any obstruction to the rider’s vision. The adjustable screws on the faceshield’s mounting hardware makes fine tuning the visor’s seal a breeze (or a distinct lack of it). Swapping visors is as easy as we’ve come to expect from Shoei. http://www.motorcycle.com/blog/wp-content/uploads/2014/02/Shoei-RF-1200-Visor-633x388.jpgThe helmet’s ratcheting mechanism makes sure the visor stays in the selected position at speed. However, it sometimes makes the visor difficult to close. Shoei’s reputation as a top-shelf manufacturer is more than held up by the RF-1200’s quality of contruction. Details, like the washable, removable liner, assure that owners will get the most use out of their helmet abound. Similarly, where other manufacturers might think the visor seal was good enough, the RF-1200 forms an air-tight seal that you can fine-tune, as mentioned above. Finally, the surface finish of the clear coat and design are top notch with the transition between graphic elements almost imperceptible to the finger. Riders who live in wet or cold environments will appreciate the included clear Pinlock anti-fog visor shield. Although Shoei recommends against riding at night with the Pinlock installed, my experience is that any trade-off in light transmission is outweighed by the absence of condensation obscuring my vision. The Shoei RF-1200 is an apt successor to the venerable RF-1100, keeping its utility and premium fit while improving on aerodynamics and quietness. The RF-1200’s MSRP ranges from $485.99 to $589.99, depending on the graphic package, and sizes span from XS-XXL. The RF-1200 comes with a cloth carrying bag, a Pinlock visor, a breath guard, a chin curtain, and silicone seal lubricant. Replacement or tinted visors will set you back $59.99, but Shoei faceshields are traditionally quite tough. Sir Duke gave the most succinct summation of our feelings about Shoei’s updated RF when he said, “Overall, I’m really impressed with the RF-1200. It’s comfy enough for all-day touring while being snug enough to wear at a track day. This is a premium helmet that doesn’t disappoint.” Yeah, what he said. Shop for the Shoei RF-1200 here Shoei RF-1200 + Pros Improved aerodynamics Improved face shield seal for quietness Shoei’s premium fit and finish – Cons Long-to-medium oval only, round heads need not apply Forehead vents contribute to helmet noise Been usurped by the Shoei RF-1400 Shoei RF-1200 FAQ Is Shoei worth the money? Shoei is a premium helmet manufacturer, which means you get far more than a helmet that simply meets federal impact standards. Each Shoei helmet is handmade, and by the time it is packaged for shipment, it has been handled by more than 50 people as part of the stringent manufacturing and verification process. Additionally, premium helmets, like Shoei, typically offer superior comfort features such as effective venting, removable and adjustable liners, and high-quality fit-and-finish. Shoei helmet owners see the value in their comfort and finish for their extra dollars. When was the Shoei RF-1200 made? The Shoei RF-1200 has been in production since 2014. Although the RF-1200 has been replaced by the Shoei RF-1400, it is still currently (June 2021) being sold at a significant discount. However, at some point the helmet will go out of production and become scarce. Until then, thanks to the lowered price, the RF-1200 has all of the benefits listed in this article at a more wallet-friendly price. If you’ve be interested in buying a Shoei but didn’t have the money, now might be your chance. Which is better, Shoei or Arai? Both Arai and Shoei are premium helmet manufacturers that are renowned throughout the world. Both produce high-quality hand-made helmets with superior fit and finish. However, they each have slightly different philosophies when it comes to designing and manufacturing helmets. Additionally, their models will fit slightly different head shapes. Since fit is of primary importance when it comes to helmets, trying on models by both brands will help to determine which is best for your head. You can’t go wrong with either brand. Shoei RF-1200 Specifications Price $486 (solid), $590 (graphic) Sizes XS-XXL Weight 3 lbs, 8 oz. (approximately) Colors White, Black, Light Silver, Brilliant Yellow, Shine Red, Wine Red, Matte Black, Black Metallic, Anthracite Metallic, and various graphics Additional Resources MO Tested: Shoei RF-1400 Helmet Review MO Tested: Shoei X-Fourteen Review Best Modular Motorcycle Helmets Best Motorcycle Touring Helmets Best Motorcycle Racing Helmets The 10 Best Motorcycle Helmets You Can Buy Today HJC IS-17 Helmet Review Biltwell Gringo Helmet Review Custom Fit Bell Star Carbon Shoei Neotec Helmet Review 2012 Shoei RF-1100 Helmet Review Shoei RF1100 Helmet Review 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 Shoei RF-1200 Helmet Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/iwP0Vd6kSgASource

Manufacturers like to tease the press a little to keep us interested. So, naturally we were more than a little curious when Shoei announced a “top-secret press event.” Even without all the subterfuge, we would’ve been excited to learn that Shoei was replacing its popular RF-1100 helmet with the all-new RF-1200. Released in 2009, the RF-1100 grew to become Shoei’s best-selling model. Although the RF-1100 is listed as a sport touring lid, you can see riders of all stripes wearing them, thanks to the wide variety of colors and graphic options available. With so much at stake with this update, Shoei’s engineers leaned on the breadth of knowledge garnered over the company’s 55-year history to make the RF-1200 both less and more than its predecessor. http://www.motorcycle.com/blog/wp-content/uploads/2013/10/02-Shoei-RF-1200-side-633x420.jpgThe RF-1200 has refined its lines, tucking the chin and back in closer to the rider’s head. An essential part of the RF-1200’s design process was the use of the state-of-the-art wind tunnel at Shoei’s Ibaraki factory. The testing helped to shrink the helmet’s size with the refinements primarily being made to the chin bar, the base, and the rear. The compact, more aerodynamic shape helps the helmet slip through the air with less resistance and, therefore, less noise, resulting in a higher signal to noise ratio as the rider tries to listen for important sounds through the constant roar of the air stream. Although the integrated spoiler of the RF-1100 is gone (as are the four individual exhaust ports that dotted the top of the helmet), the RF-1200 has a plastic spoiler to achieve the same stabilizing downforce while hiding the exhaust venting hardware. The net result of the reshaping is the lightest Snell-certified helmet Shoei has ever produced. The XL model weighs in at approximately 100 grams lighter than the 1100 with the M being 50 grams less than last year. http://www.motorcycle.com/blog/wp-content/uploads/2013/10/06-Shoei-RF-1200-Top-Front-633x420.jpgThe center vent was added in the transition from the RF-1100 to the RF-1200. Many riders might be surprised to learn that the bulk of helmet noise is produced at the base of the helmet. With the reduced base turbulence offered by the RF-1200, Shoei’s designers were able to use the helmet’s liner to further tune out the wind noise while not impeding “informative sounds” the rider needs to hear. The liner itself utilizes a 3D Max-Dry System II where the pad components are shaped to closely mimic the curves of a rider’s head, providing both comfort and the secure fit required for performance riding. If your noggin doesn’t perfectly match Shoei’s template, the RF-1200’s cheek pads can be purchased in different thicknesses. The Max-Dry construction of the pads means that sweat is wicked away from the rider’s skin twice as fast as Nylon materials. The liner parts are also removable for laundering, keeping your helmet from smelling like an old gym sock after a long, hot, humid summer. While we don’t usually think of cheek pads and their accompanying liners as an important safety feature, Shoei’s Emergency Quick Release System (E.Q.R.S.) allows for easy removal of the cheek pads by emergency medical technicians. With the pads removed, the amount of stress transferred to the rider’s neck as the helmet is removed is significantly reduced. Another portion of the liner that is easily removable — though for more pleasant reasons — is the pad covering the speaker cutouts. Riders who want to install communication systems into their helmets will find the RF1200’s liner quite amenable to the fitment of speakers. An easily installable breath guard and chin curtain are also included. http://www.motorcycle.com/blog/wp-content/uploads/2013/10/03-Shoei-RF-1200-spoiler-633x420.jpgThe spoiler hides four exhaust vents which helps make the top of the helmet more aerodynamic. A motorcycle helmet has two key features that protect our delicate craniums. The first, hard layer spreads out the force of the impact over a larger area. The RF-1200 uses a multi-ply matrix combining fiberglass and organic fibers for lightness and strength. Shoei claims that its AIM+ shell is so strong that it “can only be cut with a laser.” Inside the protective covering, the Expanded Polystyrene (EPS) liner serves several purposes, most importantly the attenuation of impact forces in a crash. The RF-1200’s EPS liner features a dual-layer, multi-density construction. The variable density EPS is distributed throughout the helmet to give location specific impact protection while still maintaining a compact and lightweight design. The dual layers of EPS also allow for optimal ventilation by directing fresh, cool air through free-flowing tunnels. The RF-1200’s ventilation system was wind tunnel tested to strike a compromise between air-flow and wind noise. The chin bar sports a large vent with a three position shutter that can be operated with a gloved hand. The forehead area gets a center vent in addition to the RF-1100’s dual upper intakes. The RF-1200 hides four exhaust ports under the molded spoiler whereas the RF-1100 had four separate vents on the top back of the helmet. All of these changes should add up to effective cooling without adding excessive helmet noise. http://www.motorcycle.com/blog/wp-content/uploads/2013/10/04-Shoei-RF-1200-Chin-Lower-Vent-Shutter-633x420.jpgThe three position chin vent directs the air up the inside of the visor for fog prevention. Shoei claims that the RF-1200’s eye port allows for a view angle that compares favorably with unencumbered peripheral vision. The CWR-1 shield fills that open space with optically clear plastic that protects your eyes from wind, dust, and 99% of UV radiation. The RF-1200’s shield gained supporting ribs at the top and bottom of the shield for extra stiffness. While you may think that this would only be helpful in maintaining the shield’s shape when it was undergoing the torque of being opened and closed, Shoei claims that the rips prevent shield flex during high-speed riding. The shield also received a new, more secure locking mechanism that is similar to the GT Air’s. The ribbed shield mounts to the new QR-E baseplate system. Shoei’s RF-series helmets have always allowed for quick shield changes, and the new system is supposed to be even quicker. Weather sealing is improved by a five-position adjusting dial which fine-tunes the pressure that the spring-loaded base plates apply to the shield. Finally, dual-layered beading provides the actual seal between the shield and the helmet, keeping the elements on the outside where they belong. Fans of the Pinlock Fog-Resistant System will be happy to know that the CWR-1 shield has Pinlock mounting tabs. http://www.motorcycle.com/blog/wp-content/uploads/2013/10/05-Shoei-RF-1200_EPS_AirTunnels-633x506.jpgRevealing the dual layers of the EPS exposes how they are used to route the cool air through the helmet. If our past experience is repeated, Shoei has taken an already great helmet and made it better with this bump in the RF numeration. Testing will have to wait until the XL sample we’ve been promised arrives in our sweaty hands in the next couple weeks. The RF-1200 will ship in sizes ranging from XS-XXL. Four shell sizes are used to accommodate the range. A variety of graphics patterns will be available for $590. The solid colors will be priced at $486, and metallics bump the price to $499. Find out more at www.shoei-helmets.com. Shop for the Shoei RF-1200 here Shoei RF-1200 + Pros Improved aerodynamics Improved face shield seal for quietness Shoei’s premium fit and finish – Cons Long-to-medium oval only, round heads need not apply Forehead vents contribute to helmet noise Been usurped by the Shoei RF-1400 Shoei RF-1200 FAQ Is Shoei worth the money? Shoei is a premium helmet manufacturer, which means you get far more than a helmet that simply meets federal impact standards. Each Shoei helmet is handmade, and by the time it is packaged for shipment, it has been handled by more than 50 people as part of the stringent manufacturing and verification process. Additionally, premium helmets, like Shoei, typically offer superior comfort features such as effective venting, removable and adjustable liners, and high-quality fit-and-finish. Shoei helmet owners see the value in their comfort and finish for their extra dollars. When was the Shoei RF-1200 made? The Shoei RF-1200 has been in production since 2014. Although the RF-1200 has been replaced by the Shoei RF-1400, it is still currently (June 2021) being sold at a significant discount. However, at some point the helmet will go out of production and become scarce. Until then, thanks to the lowered price, the RF-1200 has all of the benefits listed in this article at a more wallet-friendly price. If you’ve be interested in buying a Shoei but didn’t have the money, now might be your chance. Which is better, Shoei or Arai? Both Arai and Shoei are premium helmet manufacturers that are renowned throughout the world. Both produce high-quality hand-made helmets with superior fit and finish. However, they each have slightly different philosophies when it comes to designing and manufacturing helmets. Additionally, their models will fit slightly different head shapes. Since fit is of primary importance when it comes to helmets, trying on models by both brands will help to determine which is best for your head. You can’t go wrong with either brand. Shoei RF-1200 Specifications Price $486 (solid), $590 (graphic) Sizes XS-XXL Weight 3 lbs, 8 oz. (approximately) Colors White, Black, Light Silver, Brilliant Yellow, Shine Red, Wine Red, Matte Black, Black Metallic, Anthracite Metallic, and various graphics Additional Resources MO Tested: Shoei RF-1400 Helmet Review MO Tested: Shoei X-Fourteen Review Best Modular Motorcycle Helmets Best Motorcycle Touring Helmets Best Motorcycle Racing Helmets The 10 Best Motorcycle Helmets You Can Buy Today HJC IS-17 Helmet Review Biltwell Gringo Helmet Review Custom Fit Bell Star Carbon Shoei Neotec Helmet Review 2012 Shoei RF-1100 Helmet Review Shoei RF1100 Helmet Review 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 Shoei RF-1200 Preview appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/FJdB89aO_2ASource

Most motorcycle riders know of Shoei Safety Helmet Corp. as being a manufacturer of premium motorcycle helmets and one of the most popular helmet brands in the world. What many riders don’t know is that Shoei began producing helmets in 1960. Prior to that, the company’s helmets were primarily directed towards the construction industry. In 1962, the company provided helmets for the motorcycle racing market, and racing remains a key component of Shoei’s helmet development to this day. You don’t think that talents like Marc Marquez would use just any helmet – no matter the sponsorship payment – do you? In 1962, Shoei developed its first racing helmet, the SR-1. Just six years later the company had grown to the point that it opened the Shoei Safety Helmet Corporation in California. The S-12 obtained Shoei’s first Snell approval. Other milestones include: the STZ (S-20) adopted Shoei’s original two-piece structure in 1972, released the GR-Z (the worlds first full-face helmet to use carbon fiber) in 1976, released the full-face EX-2 motocross helmet in 1982, and introduced injection-molded shield designs in 1983. From there, the procession of helmets related to current models rolled out: VF-X motocross helmet (1991), RF-200 (1989), X-Eleven (2002), Multitec modular (2007), Neotec (2012), J-Cruise (2012), GT-Air (2013), and Hornet ADV (2015). Despite the high-tech nature of motorcycle helmets, the manufacturing process is an exacting process combining state-of-the-art manufacturing and human craftsmanship. By the time a Shoei helmet is ready to be packaged and shipped, more than 50 people have laid hands on the helmet. As they have been since the company’s inception, all Shoei helmets are manufactured in Japan. Table of Contents Shoei RF-1400 Shoei X-Fourteen Shoei RF-1200 Shoei RF-SR Shoei GT-Air II Shoei Neotec II Shoei J-Cruise II Shoei J•O Shoei RJ Platinum-R Shoei Hornet X2 Shoei VFX-EVO Shoei RF-1400 Shoei’s most recently updated helmet, the RF-1400, was released in 2021 and is the replacement to the extremely popular Shoei RF-1200 that was released in 2014. With the RF-1400, Shoei didn’t create a new helmet out of whole cloth. Instead, the RF-1400 is a refinement of its predecessor. Anyone who is familiar with the RF-1200 can immediately see the heritage in the RF-1400’s profile. Still, through extensive use of Shoei’s in-house wind tunnel, the RF-1400 manages a 6% reduction in lift and a 4% reduction in drag when compared to its elder sibling. This is the type of iterative refinement that earns Shoei its premium reputation. MO Tested: Shoei RF-1400 Helmet Review The biggest change to the RF-1400, from a user’s perspective, is the new visor, which locates the latch in the center with the redesigned chin vent. The new location allows for opening and closing forces to be evenly distributed between the spring-loaded base plates for more uniform opening/closing effort and a tighter seal. Since the eye port opening is a source of both wind, weather, and noise ingress into the helmet, the beading that seals the visor interface was redesigned and even features dual drains on the outer bottom edges. The quietness of the RF-1400 bears mentioning. The RF-1400 has stepped in to take RF-1200’s place in side-by-side tests. One key area for noise to penetrate the sanctity of the helmet interior is the large hole required to insert the rider’s head. The redesigned cheek pads assist with the snug-but-comfortable fit. Behind the scenes, Shoei’s helmet shells incorporate a proprietary multi-ply matrix specifically designed to meet both SNELL M2020 and DOT standards. These layers of fiberglass with lightweight organic and high-performance fibers are hand laid by highly-trained technicians to assure consistent shell thickness guarantees proper strength and weight. This process produces strong, light, elastic shells for absorption of impacts that the rider might encounter. The Shoei RF-1400 is available in sizes XS-XXL in six solid colors and 14 graphic designs, Starting at $530. Shop Now Shoei X-Fourteen Racers want the ultimate in both safety and performance, and the flagship Shoei X-Fourteen has both. Developed with input from the world’s top racers, like the aforementioned Marquez, the X-Fourteen has all the features that racers – and performance-minded riders – demand. MO Tested: Shoei X-Fourteen Review The X-Fourteen’s swoopy shape was designed and tested in SHOEI’s wind tunnel to yield premium aerodynamics and stability. The shell’s shape, along with a patent-pending Rear Stabilizer, maximizes high-speed stability and eases any negative forces experienced by the rider. The rear flaps’ aerodynamics are adjustable to rider preference by replacing the standard flaps with narrower ones. Special ridges on the shell, chin bar, and visor reduce turbulence and drag. Ventilation is provided by six intake and six exhaust ports, including side outlets to help draw hot air away from the rider. A cheek pad cooling system delivers cool air to the rider’s face, while tunnels between the layers of the EPS liner deliver necessary air flow. The multi-density EPS construction allows impact absorption to be fine tuned to the needs of the location on the helmet, allowing for a lighter, smaller size. All of this is encapsulated within a hand laid protective shell of layered fiberglass with lightweight organic and high-performance fibers. To get the fit that racers require, a removable, washable, replaceable and adjustable inner liner is used. The pads themselves are three-dimensionally shaped to better fit the contours of the rider’s head. Varying thickness cheek pads are available to complete the fit. The Shoei X-Fourteen is available in sizes XS-XXL in three solid colors and 11 graphic designs, starting at $770. Shop Now Shoei RF-1200 Riders looking for a premium helmet experience at a reduced price, can look to the Shoei RF-1200. Although it has been replaced by the RF-1400, Shoei still lists the RF-1200 in its model line. Released in 2014, the RF-1200 had a good run at the top of Shoei’s street-focused line and still offers great fit, comfort, and protection. With the associated price reduction thanks to the advent of the RF-1400, the RF-1200 delivers new value to riders. MO Tested: Shoei RF-1200 Helmet Review The Shoei RF-1200 is available in sizes XS-XXL in 10 solid colors and 19 graphic designs, starting at $486. Shop Now Shoei RF-SR The Shoei RF-SR features the same level of safety as the higher price point helmets while offering a reduced feature set to keep costs down. The shell is compact and aerodynamic. Rider comfort is addressed via three user-controllable intake and two exhaust openings. The shield system offers quick swapping of visors. The removable, washable inner liner delivers comfort over the long haul. The protective features are typical Shoei quality. The outer shell is the company’s proprietary combination of hand laid layers of fiberglass with organic fibers and resin formed into a six-ply matrix. The internal dual-layered EPS foam varies the density of the foam to match the protective requirements of that location on the helmet while maintaining a compact, lightweight design. The separate layers create pathways for cooling airflow. The Shoei RF-SRis available in sizes XS-XXL in five solid colors, starting at $486. Shop Now Shoei GT-Air II Designed with versatility in mind, the Shoei GT-Air II delivers comfort and function in a variety of riding situations. Although Shoei lists the GT-Air II as a touring helmet, it offers a feature set that should appeal to daily riders as well as long-distance riders. MO Tested: Shoei GT-Air II + Sena SRL2 Review The GT-Air II allows the rider to have visual comfort in varying light conditions, thanks to the internal tinted visor. If you ride from dawn to after dusk, you won’t have to carry an extra shield with you. The shield also features easy replacement and a first position notch in its travel to allow ventilation to prevent fogging. Ventilation is important for long days in the saddle, and the GT-Air II provides three intake ports and five exhaust vents to flow the maximum air possible. As with the other Shoei helmets, the GT-Air II was extensively tested in the company’s wind tunnel to create a slippery, quiet shell, which uses Shoei’s multi-ply matrix AIM shell. As if that isn’t enough, Shoei made arrangements with Sena to create a bespoke Bluetooth communication system, the Sena SRL2, for the GT-Air II. Riders who purchase this accessory have all of the benefits of connection to their smartphones and touring bike’s entertainment systems, not to mention the ability to chat with nearby riders. The Shoei GT-Air II is available in sizes XS-XXL in seven solid colors and 14 graphic options, starting at $600. Shop Now Shoei Neotec II With age comes (hopefully) wisdom, and over time, every MO staffer has learned the convenience of modular helmets, and we use them for most of our day-to-day riding because we dig being able to flip the chin bar out of the way when pumping gas or going into a convenience store. Naturally, Shoei manufactures one of our staff-favorite modulars, the Neotec II. Now riders, from commuters to cruisers to tourers, can enjoy this extremely flexible helmet. MO Tested: Shoei Neotec II Helmet + Sena SRL Communicator Review We’re sold on full-face helmets from a safety perspective, and the Shoei Neotec II provides that. However, at a stop, they can become confining. Then, with the push of the easy-to-operate central release button, the chin bar can be flipped out of the way for communication or comfort. When it’s time to get back under way, the chin bar closes with a sturdy click, notifying the rider that it is locked in place. The Neotec II has other convenience features, like the built-in tinted visor that flips into position via a slider on the left side of the helmet. Donning and doffing the helmet is made much easier thanks to the Micro Ratchet Chinstrap instead of the typical double D-ring. The ventilation benefits from a three-position upper air intake and a centrally-located rear exhaust. Finally, a proprietary Sena SRL Bluetooth communication system can be installed into the bespoke mounting positions within the helmet in just a few minutes, vastly increasing the utility of this helmet for road warriors. As with the above Shoei helmets, protection is provided by the Multi-Ply Matrix AIM shell and Multi-Piece EPS liner. The Shoei Neotec II is available in sizes XS-XXL in eight solid colors and nine graphic options, starting at $700. Shop Now Shoei J-Cruise II Riders who prefer open-face helmets can also benefit from Shoei’s quality construction. The J-Cruise II is compact, lightweight, and aerodynamic, and it also features the benefit of an internal sun visor. The protection comes from the same Multi-Ply Matrix AIM shell and Multi-Piece EPS liner as other Shoei helmets, just without the chin bar. An optional Sena SRL2 Bluetooth communication system is available. The Shoei J-Cruise II is available in sizes XS-XXL in five solid colors, starting at $550. Shop Now Shoei J•O What is there to say about this helmet? The Shoei J•O is a thoroughly modern take on a retro open-face helmet. The shell is constructed from a proprietary matrix of lightweight organic and high-performance fibers mated to a liner made of multi-density EPS foam. The retractable clear shield features three locking positions plus fully hidden. Changing the shield requires no tools. The Shoei J•O is available in sizes XS-XXL in five solid colors and two graphics, starting at $380. Shop Now Shoei RJ Platinum-R With the RJ Platinum-R, Shoei delivers the quintessential open-face helmet. Constructed with the company’s Multi-Ply Matrix AIM shell and Multi-Piece EPS liner, the RJ Platinum-R offers two forehead vents and a sunshade that keeps your eyes in the shade without helmet lift at speed, like some other visors. You provide your own eye protection. The Shoei RJ Platinum-R is available in sizes XS-XXXL in seven solid colors, starting at $380. Shop Now Shoei Hornet X2 Shoei calls the Hornet X2 an all-road helmet, we’d call it an adventure touring helmet that is as comfortable racking up the miles on the highway as it is with goggles mounted on your favorite forest road or even off-road riding area. By this point in the article, you should be familiar with Shoei’s Multi-Ply Matrix AIM shell, Multi-Piece EPS, and removable, washable liner. So, we’ll focus on what makes this helmet different. MO Tested: Shoei Hornet X2 Review – Revisited Visually, the first two things you notice about the Hornet X2 are the large eye port and the bill (or visor). The faceshield has all the features you’d expect from a Shoei: quiet, air-tight fit and a plateless design. Swapping faceshields does require partially disconnecting the visor, but that is the nature of the helmet. The eye port is large enough to accommodate some goggles (but not all), making the Hornet X2 a viable off-road option when the situation allows. The visor itself keeps the sun out of your eyes, but its clever design prevents it from providing lift to the helmet up to supra-legal speeds. The off-road style chin bar leaves plenty of breathing room, and the venting is very effective, even at low speeds on the trails in hot weather. The Shoei Hornet X2 is available in sizes XS-XXL in five solid colors and three graphics, starting at $600. Shop Now Shoei VFX-EVO The VFX-EVO is Shoei’s entry in the super-competitive off-road helmet market, and as a premium helmet manufacturer, the company brings top-notch features to the fore. Leading the technological way is the VFX-EVO is the Motion Energy Distribution System (M.E.D.S.). Engineered to reduce rotational acceleration energy to the head in the event of an accident, the inner EPS layer actually moves during an impact: Carefully placed perimeter columns absorb rotational energy and significantly reduce the twisting forces transferred to the rider’s head. While all this is happening, Shoei’s multi-layered, multi-density EPS liner continues with its traditional impact absorption, as with all other Shoei helmets. The chin bar also receives its own layer of EPS liner material. The Multi-Ply Matrix AIM shell utilizes state-of-the-art shell forming technology that allows for the aerodynamic spoiler to be incorporated into the shell. While providing other features, like an integrated goggle channel to help retain the goggle strap, the shell maintains a consistent thickness for the necessary strength and desired lightness. The large eye port accommodates any goggle, and the V-470 visor provides roost protection and integrates smoothly with the shell. Venting comes from an impressive 16 intake and exhaust ports, directing cooling air into the helmet while drawing out the hot air. The Shoei VFX-EVO is available in sizes XS-XXL in three solid colors and eight graphics, starting at $540. Shop Now Shoei Helmet FAQ Are Shoei helmets worth the money? Shoei is a premium helmet manufacturer, which means you get far more than a helmet that simply meets federal impact standards. Each Shoei helmet is handmade, and by the time it is packaged for shipment, it has been handled by more than 50 people as part of the stringent manufacturing and verification process. Additionally, premium helmets, like Shoei, typically offer superior comfort features such as effective venting, removable and adjustable liners, and high-quality fit-and-finish. Shoei helmet owners see the value in their comfort and finish for their extra dollars. Which is better, Arai or Shoei? Both Arai and Shoei are premium helmet manufacturers that are renowned throughout the world. Both produce high-quality hand-made helmets with superior fit and finish. However, they each have slightly different philosophies when it comes to designing and manufacturing helmets. Additionally, their models will fit slightly different head shapes. Since fit is of primary importance when it comes to helmets, trying on models by both brands will help to determine which is best for your head. You can’t go wrong with either brand. Which Shoei helmet is best? What you’re planning on doing with the helmet will determine which Shoei helmet is best for you. Racers will naturally gravitate towards the X-Fourteen and the RF-1400 because of their aerodynamics, while touring riders will look to the GT-Air II or the Neotec II with their additional space in front of the rider’s face for comfort. Additional Resources MO Tested: Shoei RF-1400 Helmet Review MO Tested: Shoei X-Fourteen Review MO Tested: Shoei RF-1200 Helmet Review Best Modular Motorcycle Helmets Best Motorcycle Touring Helmets Best Motorcycle Racing Helmets The 10 Best Motorcycle Helmets You Can Buy Today 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 Shoei Helmets: Everything You Need To Know appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/xoSY9VEjJ10Source

Your motorcycle’s battery is one important piece of equipment. Without a healthy battery, you’ll be stranded. Today one battery still reigns: the lead-acid battery. We’ll highlight how lead-acid batteries perform from the coldest to high heat environments. The durability, survivablty and sustainability of the modern lead-acid battery is superior. Even the weight-obsessed super/hyper cars on the road today still use lead acid batteries—and so should you. If It Ain’t Broke… Standard lead-acid batteries have been around since the mid-1800’s and they’ve stayed relatively unchanged in that time. Lead-acid batteries have a basic construction: a plastic casing with six cells. In each cell, there are plates that are immersed in a solution made of sulfuric acid and water to form what’s called an electrolyte. There are two main types of lead-acid batteries – Wet cell (also known as flooded or vented) and sealed. Wet cell batteries have a liquid electrolyte solution inside the battery that mixes with the active material to create a chemical reaction. During the chemical reaction (charging), some hydrogen and oxygen escapes, hence why every motorcyclist knows to keep distilled water on hand for that reason. Sealed batteries are a little different in that the electrolyte solution is permanently suspended within the batteries. For example AGM (absorbent glass mat) batteries include fiberglass separators that act like a sponge to keep the plates in constant contact with the solution. Advantages of Lead-Acid Batteries Lead-acid batteries are great because they’re relatively inexpensive to manufacture, can be recycled easily, and they benefit from a long history of reliable service and well-understood technology. Another advantage of lead-acid batteries is its ability to start in both cold and hot temperatures. Lithium ion batteries don’t start as quickly when in cold temperatures, especially if they’ve been cold-soaked for a few days. They’ll need to be woken up before cranking. Also in some high heat enviornements, lithium ion batteries will just simply shut down, similar to cell phone batteries. How to Keep Your Battery Happy and Healthy Motorcycle batteries, especially when well-manufactured and engineered, should last at least two years. That period of battery life can likely double when cared for correctly. Initialization Initializing your battery is key to keeping your battery healthy for a longer period of time. The initialization and activation process includes surveying and testing the status of your battery to make sure its functioning properly. Key to this process is using the correct charger. You’ll need a charger that is capable of initializing to a minimum of 12.8 volts. Storage We cannot stress enough how important storage is to the life and performance of your motorcycle battery. It really makes all of the difference. Every battery has a shelf life set by the manufacturer that guarantees battery operation up to that date. That’s not the say you can’t get more out of your battery past that date. One of the best things you can do for your battery is to learn how to properly store it. Temperature plays an important role in storage, charging, and starting. Batteries don’t turn off, they’re always in a state of either discharge or charge. When not in use, batteries will self-discharge and that discharge rate is faster when in hotter temperatures. Store your battery ideally at a temperature between 60° F and 80°F when not in use. Be sure it’s not stored at near or below freezing temperatures– keep in mind the water in your battery could freeze which could cause the casing to crack. Another way to get the most out of your battery’s life is to use a battery maintainer when not in use for long periods of time. Battery maintainers have many benefits including algorithmic charging, auto charging, active desulfation, and battery health detention meters. It’s a must-have for any cycle-head. As with any piece of equipment you own, the better the brand, the better the results. Refer to this helpful winter storage guide from Yuasa Battery.  The Trend Towards Lithium Ion Batteries Why mess with 150+ years of a good thing? A recent newcomer in the battery scene, lithium ion batteries have emerged as a contender to the tried and true lead-acid battery standard. Generally speaking, they’re lighter, they don’t contain lead, and they don’t discharge as quickly as lead-acid batteries. That’s not to say that lithium ion batteries don’t come with their own set of challenges. While lithium ion batteries have a higher energy density than lead-acid batteries, they’re not for every motorcycle. Particularly in bikes built prior to 1980, the charging systems cannot handle the new lithium ion technology. Your charging system needs to be in top-notch condition. Lithium ion batteries are also more expensive. They can be anywhere from 50 to 200 times more expensive than a sealed lead-acid battery. The Bottom Line Regardless of their flaws, there’s no denying that lithium ion batteries have not only changed the motorcycle battery scene but have changed electronics as a whole. With each passing year, new improvements continue to be made with lithium ion technology and there are no signs of stopping. You might be wondering how a 150+ year old battery can compete in this modern climate. The answer is that it sure can! With proper storage, care, and recycling methods, lead-acid batteries will continue to be a leading choice for motorcyclists for many more years to come. While lithium ion batteries may be light and nimble, you know you’ve got a good thing going when your bike rolls off the assembly line fitted with a lead-acid battery. You can’t argue with reliability. Simply put, we know the tech and we know it works. For more information about lead-acid batteries, check out Yuasa Battery to find the perfect battery for your ride. https://www.yuasabatteries.com/ The post Lead-Acid Batteries Still Have It appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/mZV0L_Hlf-8Source

Shoei GT-Air II HelmetEditor Score: 90.5%Aesthetics 9.25/10Protection 9.25/10 Value 8.5/10Comfort/Fit 9.0/10 Quality/Design 9.0/10 Weight 8.75/10 Options/Selection 9.5/10Innovation 9.0/10Weather Suitability 9.0/10Desirable/Cool Factor 9.25/10Overall Score90.5/100 Has it really been six years since the Shoei GT-Air helmet was released? Well, it has, and that means the lid was due for an update – even though, when Troy tested it back in 2017, he said, “[T]he Shoei GT-Air really impresses when it comes to all-day touring comfort. It’s got all the features you’d want from a helmet, with the fit to match.” Using the previous generation as the starting point, Shoei’s designers set out to improve on the already top-notch lid. The result is the brand new Shoei GT-Air II, which ups the ante when it comes to premium touring/sport-touring helmet comfort and utility. To make the helmet even more enticing, Shoei partnered with Sena, as with the Shoei Neotec II, to create a fully-integrated Bluetooth communication system, the Sena SRL2. MO Tested: Shoei GT-Air Helmet Shop for the Shoei GT-Air II here Shop for the Sena SRL2 here All helmets legally sold in the United States must meet a set standard to get their DOT seal of approval. However, there’s much more to a premium helmet, like a Shoei. Typically, what separates the wheat from the chaff in a street-legal helmet is the relationship between the helmet’s aerodynamics, its comfort features, and its noise levels. Skimp on any one of these features, and the rider’s experience when wearing the helmet is diminished. Getting the best in all three categories requires more development and higher production costs, which ultimately lead to a more expensive helmet than those bargain basement models that seek only to meet the minimum DOT requirements. The Shoei GT-Air II fits my medium- to long-oval head almost perfectly. It is exceptionally comfortable over the course of a long day. When creating the GT-Air II, Shoei’s engineers made subtle-but-noticeable changes to all three areas of the helmet’s function. Taken individually, the changes might not seem like much, but they combine to produce a helmet that is noticeably improved from its predecessor. Getting slippery We’ll begin with the most important feature of a motorcycle helmet – aside from the DOT certification – its aerodynamics. Having a helmet that cuts through the air efficiently is important. You don’t want a poorly designed helmet to transmit any unnecessary forces to your neck as you ride. While retaining the same overall look of the original GT-Air, the update has a clearly more angular, aggressive style to it, but Shoei says those changes were dictated by wind tunnel testing, not just styling. Since the GT-Air II is designed for touring and sport-touring riders, the helmet shape was tested in both an upright and slightly leaned forward orientation. My time with the helmet on both standard bikes and those with a sportier riding position have borne out this claim. The helmet stays planted on my head with no lift at speeds that will probably get you arrested. Similarly, turning your head to check blind spots result in a stable head position with no unexpected pulls on the neck. Smooth airflow around the helmet is key to noise reduction. Note how the lip at the bottom of the chin bar directs air from the helmet opening at its base. Also, the hole required for the sun visor’s actuating slider is significantly smaller, letting in less noise. However, there’s more to a helmet’s relationship to the airflow at speed than just how it slices through it. For the GT-Air II upgrade, the visor baseplate system was completely redesigned. While utilizing the same CNS-1 shield as before, the baseplate combines with similar beading around the eye-port that the Shoei X-Fourteen uses. However, the big news is the new baseplate that the visor mounts to. It is spring-loaded to actually pull the visor tightly against the beading to create an air-tight seal, thus eliminating any whistles that can be caused by this air intrusion. When you close the visor, you can actually feel it lock into place. Perhaps the biggest news with the improved baseplate, however, is the inclusion of a new venting position. Whereas the previous generation GT-Air opened the visor enough to stick a finger or two between the visor and chin bar, the new baseplate only opens enough to allow a little air in. This can be quite helpful in cooler weather. Although the CNS-1 shield features mounting posts for the included PinLock visor insert, fogging can still be a problem for the internal sun visor or the rider’s glasses. The new opening allows just enough airflow for defogging. Really a nice touch and one I’d been requesting for a long time. While the Pinlock insert on the visor can help prevent fogging, it does nothing for the rider’s glasses or the internal sun visor. This little opening makes all the difference when riding at low speeds. Finally, a small inclusion to the outside of the helmet can have a noticeable effect on a helmet’s quietness. On the lower edge of the chin bar, a lip that protrudes into the airflow no more than a millimeter or two, according to Shoei, prevents turbulence from creating noise that enters through the bottom opening of the helmet. Creature comforts Having a tinted visor on sunny days is a huge quality of life issue if you’re spending more than a few hours in the saddle. Eventually though, the sun does set, necessitating a visor change, or you’ll be half-blind out on the road. While the GT-Air’s internal sun visor alleviated the need to carry an extra visor, many riders felt that the sun visor didn’t extend far enough down to prevent glare from entering from underneath it. Shoei listened, and the GT-Air II’s sun visor extends 5 mm lower. Although this may not sound like much, when it is this close to your eyes, it makes a world of difference. If you’re unhappy with this change, Shoei included two little levers in the bottom rear corners of the helmet’s eye port that prevent the sun visor from lowering that final 5 mm. (Note for GT-Air owners: The new sun visor will fit your helmet, but it will not extend any lower into your field of vision. Sorry.) Also, the opening in the helmet shell required for the lever that actuates the sun visor has been reduced in size to lessen the exterior noise that the slider allows to the rider’s ears. The sun visor may only extend 5 mm lower than before, but it makes a world of difference in blocking out glare. With every helmet update, one of Shoei’s stated goals is to improve ventilation without negatively affecting the noise level of the helmet. The GT-Air II is no different. The opening in the chin bar is larger and directs the air over the inside of the visor, where the air circulates around in front of the rider’s face, providing cooling. At the top of the head, two vents catch the airflow and channel the air to the helmet interior. A redesigned air intake shutter has three positions closed, half-open, and fully-open. The shutter itself is easy to find and manipulate with a gloved hand, meaning cooling can be adjusted on-the-go. The five exhaust vents are always open. The GT-Air II’s top vent seems to catch the air and scoop it into the openings in the shell – all without any real noise consequence. My experience with the GT-Air II’s venting is that it is much easier to open the single top vent slider than the hard-to-find dual ones on the Shoei RF-1200 or the difficult to slide one on the Shoei Neotec II. Additionally, the slider’s shape, with its protruding peak, seems to actively catch the air and funnel it into the two top intake ports. In my side-by-side testing with the RF-1200, there appears to be no noise penalty with this setup, while still providing increased airflow. Quiet, please! The improved ventilation will be appreciated since the bottom of the helmet is just as snug going on as with the previous generation. The opening is as small as possible to help keep wind noise away from the rider’s ears. Once you’ve squeezed your noggin into the helmet, though, you’ll be coddled by the removable, washable, and supremely comfortable 3D Max-Dry Interior System. Shoei claims the liner is capable of dissipating sweat twice as fast as less-specialized nylon interiors. The multi-layered cheek pads wrap themselves to your facial shape to help seal out noise. Accessory thinner or thicker ones are available to customize your fit. You won’t get attention to liner detail like this in a bargain helmet. If your GT-Air II gets a case of the funk, you can just wash the liner. The net result of all these small changes in the GT-Air II is that the helmet is pretty dang quiet. I would rate it on par with my quietest helmet, the Shoei RF-1200 with its vents closed. That bit of information aside, I still recommend that you always ride with earplugs to protect your hearing. Even the quietest of helmets has to deal with hurricane force winds on the highway. The convenience of the ratcheting buckle can’t be overstated. For those of you who worry, when it has clicked once into place, two stainless steel teeth are securing the buckle. I still let it click twice, just to be safe. Everything from the exterior finish to the new micro-ratchet chin strap that replaces the traditional double-D ring says that Shoei helmets are premium gear. What you can’t see under the flashy paint is the Multi-Ply Matrix AIM Shell construction, which combines layers of “fiberglass with lightweight organic and high-performance fibers” for lightness, strength, and slight elasticity to absorb impacts. Underneath that shell is the Multi-Piece/Multi-Density EPS Liner that, using Shoei’s varying-density foam, provides impact protection tuned to the amount required for its location and creates the channels for cooling air to flow through. Sena SRL2 One good reason to be happy that the GT-Air II is a quiet helmet is that Sena and Shoei teamed up to integrate a Bluetooth communication system into the helmet. Now, you can have Siri whisper directions into your ears without an ugly goiter on the outside of your helmet. I wish the center button were just a little taller to make it easier to find with a gloved finger. After that, the system is easy to use, and you can perform almost any function you need with your voice, if you know the correct command. Built with a similar feature set to the venerable Sena 20S Bluetooth communicator, the Sena SRL2 was custom made to fit inside the GT-Air II. While some may complain that the SRL2 eschews the new mesh technology for older Bluetooth tech, I’m willing to bet that the vast majority of riders primarily use their helmet communicators for more mundane tasks like listening to music, receiving directions, or making phone calls. So, this choice helps to keep the price down. When it comes time to ride with a group, the SRL2 can connect to up to 7 other riders via Bluetooth. Yes, this has some limitations compared to mesh, but that’s a discussion for another time. Installing the SRL2 couldn’t be any easier. First, you remove the plastic covers on the helmet. The components simply snap into place. The microphone even has its own pocket in the chin bar with wire routing modes into the interior. No more tape required to keep the wires tidy! With communication systems becoming more popular, it’s only natural for the helmet and communicator manufacturers to work together to deliver optimal speaker performance and avoid messing up the helmet’s aerodynamics. The speakers snap into place, and their location would be my only complaint about the SRL2. Placement of the speaker directly over the rider’s ear canal opening is paramount to getting the best audio out of a helmet communication system. While I’m sure that Shoei and Sena worked hard at the correct placement – on average – people’s ears are located in slightly different places on their heads. In all of my prior installations of add-on communicators, I’ve ended up placing my speakers partially forward of the helmets’ speaker pockets (this is true for Arai, Bell, and Shoei). Maybe my ears are in a funny place, but I’d like it if there were some adjustability in the speaker location. That said, with the Audio Boost in the settings turned on and the Smart Volume Control set to medium, the sound is plenty loud for me to hear directions and music at highway speeds on a naked bike – while wearing my favorite earplugs. People I have talked to while riding have said that they can hear me clearly. I have not had the opportunity to test the intercom feature, but as a long-time fan of the Sena 20S, I expect it to work quite well. My only functional issue with the SRL2 is the same one I’ve had with the 20S, namely, the voice command feature can be hit and miss at elevated speeds. Well, that and the fact that there is no voice command to invoke Siri or Google phone controls. As someone who doesn’t like to ride without a helmet communicator, I think the $299 price for the SRL2 is worth it for the convenience. Wrapping it up My time with the Shoei GT-Air II has shown it to have the quality of construction that I’ve come to expect from the manufacturer. This quality does, however, have a cost. The solid color GT-Air IIs retail for $599. Graphic versions, like the Redux TC-6 tested here, carry a $699 price tag. What you get for that money, though, is a comfortable, quiet helmet that can easily be worn all day. The GT-Air is available in sizes XS-XXL encased in three shell sizes (XS-S, M-L, and XL-XXL). The ventilation is very good, and the new first notch on the visor offers great low-speed ventilation. The included micro-ratchet chin strap fastener will make you wonder why more manufacturers don’t include them with their helmets. The fit and finish is what you’d expect from a premium helmet. Having the option to install the integrated Sena SRL2 brings even more utility to the helmet without compromising its looks or aerodynamics. Shop for the Shoei GT-Air II here Shop for the Sena SRL2 here Shoei GT-Air II + Pros Improved aerodynamics New face shield venting position Bespoke Sena SRL communicator option – Cons Long-to-medium oval only, round heads need not apply Sena SRL buttons small for gloved use Expensive, like all premium helmets Shoei GT-Air II FAQ What is the difference between the Shoei GT-Air and the GT-Air II? The result is the brand new Shoei GT-Air II’s update was focused primarily on improving the premium touring/sport-touring comfort and utility of the helmet. The sun visor now extends 5mm lower, while the venting was improved without making the helmet noticeably louder. In fact, the GT-Air II is quieter than the GT-Air. Additionally, Shoei partnered with Sena, as with the Shoei Neotec II, to create a fully-integrated Bluetooth communication system, the Sena SRL2. Is the Shoei GT-Air II quiet? A multitude of small improvements result in a helmet that is quieter than its predecessor, making the GT-Air II pretty dang quiet. I would rate it on par with my quietest helmet, the Shoei RF-1200 with its vents closed. Which is better, Shoei or Arai? Both Arai and Shoei are premium helmet manufacturers that are renowned throughout the world. Both produce high-quality hand-made helmets with superior fit and finish. However, they each have slightly different philosophies when it comes to designing and manufacturing helmets. Additionally, their models will fit slightly different head shapes. Since fit is of primary importance when it comes to helmets, trying on models by both brands will help to determine which is best for your head. You can’t go wrong with either brand. Shoei GT-Air II Specifications Price $599 (solid), $699 (graphic) Sizes XS-XXL Weight 3 lbs, 8 oz. (approximately) Colors White, Black, Light Silver, Brilliant Yellow, Matte Black, Matte Blue Metallic, Matte Grey, Anthracite Metallic, Matte Black, and various graphics Additional Resources MO Tested: Shoei RF-1400 Helmet Review MO Tested: Shoei X-Fourteen Review MO Tested: Shoei RF-1200 Helmet Review Best Modular Motorcycle Helmets Best Motorcycle Touring Helmets Best Motorcycle Racing Helmets The 10 Best Motorcycle Helmets You Can Buy Today 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: Shoei GT-Air II + Sena SRL2 Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/E4WSEtGVOcMSource

Motorcycle.com can confirm that the first LiveWire-branded electric motorcycle from Harley-Davidson will be called the LiveWire One. The information comes to us via Vehicle Identification Number deciphering information Harley-Davidson submitted to the U.S. National Highway Traffic Safety Administration. We expect the 2021 LiveWire One will be revealed on July 8. [Updated with some clarity about the claimed horsepower output] Discuss this story more at our H-D LiveWire Forum The VIN filing confirms that the LiveWire One will claim a peak output of 101 bhp (that’s brake horsepower). By comparison, the 2020 Harley-Davidson LiveWire (which we’ll henceforth call by its model code, “ELW”, to avoid confusion) was previously listed in VIN filings at 70 bhp. We believe this was the measured continuous output rather than a peak output, which Harley-Davidson has claimed to be 105 hp. As we previously reported, Australian certification documents suggest the 2021 ELW will see its peak power drop from 105 hp to 101 hp, matching what the VIN filing indicates. The LiveWire One will go by the model code LW1, and the internal vehicle code “XB”, making it distinct from the ELW and its internal vehicle code “XA”, and further confirming its status as Harley-Davidson’s second electric motorcycle. The VIN information also confirms the LiveWire One will be considered a 2021 model. In retrospect, the LiveWire One name doesn’t come as a real surprise. The company’s first ever motorcycle was called the Model 1, and Harley-Davidson went back to that theme for its Serial 1 electric bicycle brand. Interestingly, “One” is spelled out for the LiveWire instead of being a number. Apart from the name and its claimed brake horsepower output, we don’t know very much about the LiveWire One. The name may suggest something more classically styled, but on the other hand, one of the reasons for spinning off LiveWire into its own brand is to create some separation from Harley-Davidson’s heritage. Discuss this story more at our Electric Motorcycle Forum Harley-Davidson previously stated it would reveal the first LiveWire-branded model on July 8. The bike was supposed to make its first public debut on July 9 at the International Motorcycle Show at FivePoint Amphitheater Irvine, Calif., but the venue has since pulled out, deciding to only host musical concerts through 2021. Harley-Davidson hasn’t announced an alternate date, but we suspect the LiveWire One will be at the next IMS stop, July 16-18 in Sonoma, Calif. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Harley-Davidson’s Next Electric Motorcycle is the LiveWire One appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/zfUObrxD2pUSource

We last performed this public service in 2017, when your Yamaha FZ-07 prevailed over the Kawasaki Z650, Suzuki SV650, the new Harley-Davidson Street Rod, and the new and indeterminate Benelli TnT 600, in that order. The FZ-07 has since morphed into the MT-07 amidst a host of well thought-out upgrades in 2018, and then again for 2021. The Z650 got a modern instrument pod in 2020 with a few other tasteful refinements, and the SV650 hasn’t changed a bit (God bless it). The Benelli is still around but didn’t get the call this time, and the H-D Street Rod has been withdrawn from the market under a hail of ridicule. Sad. Luckily for us all, two brand-new motorcycles have dropped into our laps for 2021 to challenge the status quo: the Aprilia Tuono 660 and the Triumph Trident 660. I mean three. Let’s not forget the easily forgettable Honda CB650R. Why is this happening? From Ryan Adams’ MT-07 review in 2018: “According to Yamaha, the Hypernaked category, which in these statistics include all manufacturers, is up by a staggering 260% since 2012. As supersport sales have decreased, we see these more versatile machines rise in popularity.” At the launch of this year’s MT, Troy learned Yamaha has sold more than 25,000 FZ/MT-07s to owners spanning age groups from 25 to 55, with most buyers in their early 30s, but only by a few percentage points. As the rich get richer and demand ever-more sophisticated superbikes and ADV machines but fewer of them, the time is again ripe for great motorcycles in the $8,000 range for the rest of us peasants – UJMs that no longer necessarily come from Japan. And the suddenly fierce competition in this class has happily gotten us to the current situation, where there are absolutely no stinkers left in the group. Though the stinkiest would be the… 6. Suzuki SV650 ABS Ryan Adams: 6th place, 76.0% John Burns: 6th place, 77.9% Troy Siahaan: 5th place, 79.2% See what I mean? Every time we’ve done this before, the Suzuki’s always nipped right at the Yamaha’s heels. Alas, the Yamaha and Kawasaki have both evolved, while Suzuki has stood pat with the SV since reintroducing it for 2017 as a motorcycle not much changed since 2009. That was the year the bike got its current steel frame and was saddled with the name Gladius, which is a short Roman sword, supposedly. In 2021, the SV is no longer all that short, with a wheelbase longer than all the others except the Honda, which is necessitated by the fact that its twin-cylinder engine is a 90-degree V, unlike the three Parallel Twins here. And its 438-pound wet weight means it’s now out-porked only by the Honda. The lightest, the Aprilia, is 37 lbs. or about 9% lighter. But our Performance Bias slip is showing, because unless your main goal is to tear around on curvy mountain roads all day, it barely matters: 72 horsepower and 43 pound-feet of torque are plenty, and the SV’s original design brief to be the poor man’s Ducati is as viable as ever. (The rich man’s new Ducati Monster goes for $12k to the SV ABS’s $7,700.) That lusty little L-Twin still makes all the right sounds: It grabbed a solid third place in the Engine category on the official MO Scorecard, even as it chalked up a solid 6th place in nearly every other category including Cool Factor, where it registered a dismal 63%. To the SV’s credit, it beat both the Honda and the Aprilia in maybe the most important category: Grin Factor. Do not question the MO Scorecard. Troy, who can’t quit the SV, ranked it not last, and ahead of the Honda: I’m a sucker for the SV650. Everyone knows that. But for good reason: that engine is still so good. It’s the only V-Twin in this group, and its beauty is the healthy amount of power it makes in the mid-range. Better still, it can rev to 10,000 rpm and the power drop-off isn’t too bad. Two decades later (albeit with a few improvements, but basically the same), the SV engine still holds its own. She’s just a bit old-fashioned, but others would call that classic. The LCD instrument panel that was kind of cool ten years ago is now embarrassing. The seat seems to rotate your pelvis a tad forward, which gets old on long freeway stints, when the thinness of the foam begins to assert itself… but she runs smooth and true at 80 mph and would make a fine commuter/ bike-about town with a bit more stuffing in the seat. Also, the SV’s slightly larger dimensions tend to make it a hit with larger, taller persons. Drive a hard bargain. Nothing too confusing here, at least. Ryan says: I want to dislike the SV more than I do. It is the definition of resting on one’s laurels. The thing is it’s still a pretty good bike. Riding here side by side with the others just further illustrates that fact. The motor is one of my favorites with strong punchy torque when you want it, and it offers a unique feel from its 90-degree V-Twin engine. The suspension is somewhat firm compared to the others in the group, and the damping feels less than refined. At least the rear end doesn’t feel like it’s made from a pogo stick like the MT-07’s shock. [We all agreed the MT was much improved after we dialed in more rebound damping – an adjustment only found on the MT and the Aprilia.] As far as ergos go, the Zuk’s rider triangle feels a bit small – not as much as the Kawi though. The seat is fairly small and slightly angled forward which kept causing me to have to push myself back after sliding forward over time. 5. Honda CB650R Ryan Adams: 3rd place, 82.3% John Burns: 5th place, 81.3% Troy Siahaan: 6th place, 77.1% If it didn’t say CB on the side and have an R on the end, you might go easier on this Honda, but since it does… On these class V sporty SoCal backroads, you can’t forget how good all Honda’s CBR600Fs used to be, F2, F3, F4i… heck, all the CBs, whether they end in F or R. Nearly all of them have had a magical blend of handling, power and/or utility. Honda CB650R Review – First Ride The 650R, with its neo café retro look, makes everybody want to like this modern iteration, but its flaccid engine performance makes it a hard motorcycle to love. The dynamometer doesn’t always tell the whole tale, but in this case, the Honda’s torque curve is a very accurate reflection of how its engine feels on the road. We’ve come to expect a little top-end peakiness from Inline-Fours (the beauty of the old CBR600s is that they weren’t very), but the 650R is not only weakest in the mid-range, you’re also left waiting for a horsepower peak that never comes: 82? Is that all there is, my friend? Well, 82 horses is the second-most here, but having to spool up to 11,000 rpm to access it is just too much like work, especially on the gnarly, bumpy backroads that made up the bulk of this test loop. All the other bikes (except one) are just getting off work and having a beer, and the Honda’s checking in for the night shift. Which is a shame, because the rest of the package is pretty swell, including an inverted fork, good brakes, nice ergonomics… On the other hand, Honda doesn’t even bother with plastic modesty panels like the others to cover its steel frame’s join welds. And the signature, CB400F-homage stainless “waterfall” exhaust headers have already begun to discolor in an unpleasant way, just like the ones on the CB1000R did. (Click the pic to zoom in.) Ryan Adams liked the Honda well enough to rank it #3 on his Scorecard, and furiously defends it thusly: I think the CB650R is one of the best looking bikes in this comparison. The color palette used throughout the bike lends a really mature and classy look to the Honda, keeping it in vogue with the Neo Sports Café line-up. I didn’t really have any complaints about any of the transmissions out of this group of bikes, but the Honda’s slipper clutch is on an entirely different level. Pull at the clutch lever is incredibly light; you can bang downshifts with reckless abandon and its slipper clutch smooths out your poor choices before they make it to the rear wheel. Around town the CB’s 649cc mill is sewing machine smooth and delivers linear power as it climbs through the revs, but it doesn’t provide the low to mid-range punch that the Twins or the Triple here have. If you’re really looking to tap into the meat of the Honda’s power out on canyon roads, its Inline-Four is going to need to be between 10,000 and its 13,500 redline which makes it feel a bit manic compared to the others here that deliver torque almost anywhere you want it in the rev-range. With that top end power you’re also getting a lot of high-frequency vibration throughout the entire bike, starting at 5,000 rpm. What that all boils down to is a less than stellar riding experience from the engine when you’re pushing its limits. The Showa suspension components on the CB650R were some of the best in this test. Despite the Honda’s 42 pounds over the lightest bike in our group, the Showa components kept the Honda composed in most scenarios better than the rest. Its longer trail, longest wheelbase, and most rake keep the Honda stable, though with its low wide handlebar, it’s still easy to bend through corners. The Honda CB650R feels like it would be the best fit for larger riders out of the group. The Triumph and Yamaha aren’t bad either, but the Honda feels like the biggest motorcycle here while also offering the most open rider triangle. Troy ranked the CB dead last. We’ll just print the nice things he had to say about it: Grown-up ergos are nice. The Honda feels like a proper, full-size motorcycle. Not a toy. The seat is wide and the tank is relatively wide, so when you’re sitting on it, your knees don’t feel like they’re about to touch each other. Chassis and suspension is the Honda’s saving grace. It feels very composed and handles the choppy roads with far less flex than some of the others. Inverted forks, though non-adjustable, definitely help with chassis rigidity. Brakes are soft, but I guess that’s to be expected with these budget bikes. The Honda’s extra weight doesn’t do it any favors in the braking department. LCD gauges are hard to read, especially in direct sunlight, though it’s nice to be able to turn TC on or off with a dedicated button and the indicator light is right there on the dash to see. Excellent slipper clutch and light pull: Could go all the way down the gears with no drama. Neo retro chic is sometimes impossible to read. The Honda’s styling is pretty cool. It looks futuristic, elegant, and modern. But it’s the second-most expensive motorcycle in this test, and I’m having a hard time justifying the cost. Like I said before, if the engine made its power a lot earlier – and with a few counterbalancers thrown in – it would help the CB650R’s case. As it is, I just don’t see it. It’s true. Just like the SV650, in the urban milieu the CB seems to prefer – where you’re competing against cars instead of corner exits and Yamahas – the CB feels plenty powerful and smooth. Still, there’s no getting around the Scorecard’s final all-seeing category: Grin Factor. This rather non-charismatic Honda finishes dead last. 4. Kawasaki Z650 ABS Ryan A: 4th place, 81.9% JB: 4th place, 82.1% Trizzle: 4th place, 80.0% The Z650 sprung from Kawi’s loins for the 2017 model year, packing the tried-and-true 649cc Parallel-Twin into a new steel trellis frame that got high marks for, well, everything. It won our Handling and Suspension categories that year on its way to finishing second behind the then FZ-07, amidst universal praise. For 2020, Kawasaki gave the Z a few tasty upgrades: new styling to include LED headlights, a new colored TFT dash with smartphone connectivity, Dunlop Roadsport 2 tires, and increased passenger comfort. Sadly, we have no passengers. This year, the test route was way bumpier and the competition fiercer. At heart, the smallness and nimbleness of the thing is still the deal with the Z. At 412 pounds, it’s not quite the lightest, its wheelbase and trail aren’t quite the shortest, and its seat isn’t quite the lowest… but it feels like it’s all those things, especially when the road goes all twisty – maybe because it and the Suzuki are the only ones with 160-section rear tires instead of 180s. It also feels like it’s got the lightest-sprung suspension, which all combine to let you flop the Z onto its side pretty much instantly trail-braking into corners, which allows you to point it down the next straight and get back on the gas a tic quicker than any of the others. If you don’t mind its sproinging up and down over the bumps, anyway, which I don’t – and even kind of enjoy since it lets you feel the contact patches more. If the next straight is short, you can keep up with anything thanks to the Z’s competitive torque output. If it’s long, you’ll need to stay in the draft of the other bikes or be left behind, since they all have significant horsepower advantages. Ryan A: I think I was most surprised by the Z650. It has the same solid torque curve that I liked in the Suzuki, which makes it easy to squirt around town or from apex to apex on canyon roads. Not to mention the intake howl from the Kawi is intoxicating. The chassis of the Z650 is probably one of its downfalls among this group. Both it and the Yamaha’s backbone frames have a lot of flex, which makes them feel a bit noodly on bumpy canyon roads. At speed, you also move through the suspension stroke fairly easily on the Z650. It’s still a fun machine to ride at a sporting pace, but you reach the chassis’ limits faster than the other bikes. The Z650 is definitely the best bike here for smaller riders. That low seat height offers pros and cons: After some time on the freeway it didn’t take long to become keenly aware of just how much my knees were bent. If I were to consider the Kawi, I’d pop for the $176 extended reach seat which adds an inch to its seat height. At higher rpm, vibrations begin to make their way through the seat, but cruising at 80 mph (6,000 rpm) it’s smooth as buttuh. TFT display is bright and vivid offering an easy to read display with just the right amount of info to process at a glance. What does Troy the Road Test Editor think? I’m a fan of the Z650’s immediate, usable, power. There’s a generous amount of torque down low, it’s pretty smooth, and though it doesn’t make as much as some of the others on top, there’s still a decent amount of top-end power. The 180º firing order of the Kawi’s Parallel-Twin doesn’t excite me much, but the intake growl at full-gas is pretty cool. I’ve heard this engine with open exhausts. It still doesn’t sound very good. Bars are placed just right. The bendy and flexible chassis prefers smooth inputs and pavement. Engine pulls nicely in the mid range. Over the bumpy and choppy part of our ride, the entire bike would get really unsettled. You can feel the chassis flex a lot and the front end gets unstable. New TFT gauges are a huge plus in this price range – really nice to look at and easy to read. The Z’s just a happy little motorcycle, and if you’re a happy little person, its lighter-sprung suspension, low seat, and sprightly nature could be just right. Not that more experienced and larger riders can’t like it too. (See also the ever-popular Versys 650: same engine, more Versatile System.) 3. Yamaha MT-07 Ryan A: 5th place, 80.2% Jabbles: 2nd place, 87.5% Treezle: 3rd place, 80.8% Even with the winning engine, second place finishes in Ergonomics/Comfort, Suspension (a tie with the Honda), and GRIN FACTOR… our former champ is relegated to third place. 2021 Yamaha MT-07 First Ride Review Ryan A: The motor is definitely the star of the MT-07 show. It delivers punchy torque throughout the rev-range any time you want it. It’s an excellent motor for the MT, and even better suited – in my opinion – to the Ténéré 700. The lack of a slipper clutch combined with the punchy Parallel-Twin makes the MT-07 the most difficult bike to ride smoothly out of this sextet. It’s not a friendly motorcycle to the inexperienced and certainly not a motorcycle I would recommend to new riders The riding position is nicely neutral. Not too much of a sit-up-and-beg position, like the Trident, but a bit more leaned forward with a flatter handlebar. The seat is large and easy to move around on, but it’s not the most cush out of this group. The Yamaha just gives off a bit of a cheap feel to me. The motor is great, but that’s about it. The suspension feels cheap, the lack of a slipper clutch makes it feel cheap, some of the finishes don’t feel great – but I guess it is pretty cheap as far as its pricing too. Trizzle thinks: Despite the fact the backbone frame and traditional fork bend and flex and bob and weave when the road turns ugly, Yamaha’s CP2 engine is so great I don’t really care. During normal riding or around town, the suspension and chassis are nice and comfortable and well damped. Slow down the rear rebound (basically the only thing you can adjust on any of these bikes anyway), and the ride is actually pretty nice. Back to the engine – it’s the definition of “usable power.” Power where you want it, when you want it. This is obvious when looking at the dyno chart, too. Basically from idle, the MT-07 torque curve towers over the other five. It runs out of steam a little on top, but that doesn’t matter for normal riding. The seat’s wide and fairly well padded. The bars are a little closer to the rider. Since you’re sitting so upright, on the freeway it makes you a sail at 80 mph. The front brake is abrupt, with little feel, and it would be nice to have a slipper clutch. I guess they had to save something for the R7. LCD gauges aren’t anything to write home about, but at least the info is visible in direct light. The Yamaha is basically the opposite of the Honda, in terms of the engine making a massive difference. If it weren’t for the engine, the MT-07 would be pretty far down the rankings. The black plastic fork covers to fake the appearance of inverted forks is pretty lame, but that’s what you get on an inexpensive bike. Personally, I don’t know what’s wrong with today’s youth? In the old days, we would say the MT’s chassis has a lively feel, thanks to springs a bit stiffer than the Kawasaki’s but softer than the other contestants. It does weave and bob through the bumps, but never shakes its head or does anything frightening. The MT’s got the least trail – just 3.5 inches – and you can almost bend over and look into its beady eyeball you’re sat so far forward on it; only the 30%-more expensive Aprilia is 5 pounds lighter. All that means the MT turns instantly, like the Z650. All I know is, when I felt like I was really flying on the Aprilia, I’d glance in a mirror and there would be the MT and Triumph right on my six. And when we dialed up more rebound damping in the MT’s shock on day two (the only bike here with that adjustment besides the Aprilia), she was even better. The Michelin Road 5 tires the MT gets (and the Triumph) as standard equipment definitely don’t hurt its performance. The best place for wide loads. It all adds up to a motorcycle that never feels all that fast, but just is. And easy to ride, to boot. As for everyday and freeway use, well, I had a 2018 MT on long-term loan there for a while. A stellar, smooth-running, gas-sipping everyday bike that definitely belongs in the top two of these six bikes, which is where I ranked it. 2. Aprilia Tuono 660 Ryan A: 2nd, 86.9% John B: 3rd, 85.8% Troy S: 2nd, 82.9% The real battle was for second place, with the new Aprilia edging out the Yamaha by a mere 0.3%. An obtrusive mid-range flatspot and high-rpm buzz relegated the Tuono’s most-powerful engine to next-to-last place, but the optional quickshifter secured it the win in the Transmission category. It also took the win in Handling, picked up a big win in Technologies (courtesy of its IMU, advanced rider aids, and cruise control) – and grabbed another first place in Cool Factor. But the racy Aprilia ranked dead last in Ergonomics/Comfort (even though it’s not at all bad) and next to last in Grin Factor. This is a serious sportbike, people, not a toy. Wipe that smile off your face! 2021 Aprilia Tuono 660 Review – First Ride Ryan Adams loves the Tuono: When I mentioned the Honda was one of the best looking bikes here instead of the best looking bike, it was because the Tuono 660 is equally – albeit at the other end of the spectrum – a fantastic looking bike. The way the matte and gloss finishes interact with the overall styling to create its uniquely Italian sportbike flair is, in a word, stimulating. Like many things, auditory pleasure is subjective, but the Tuono 660 should come with a “likely to induce eargasm” warning. The electronics on board the Tuono 660 not only blow everything out of the water here, but also compete at the higher displacement level and price with other bikes on the market. The Aprilia offers rider modes including two completely customizable modes that allow you to fine tune the machine to just the way you want to ride it. The other way of looking at this though is, does one need all of this adjustment on a 659cc Parallel-Twin? The quickshifter is nice at high rpm, but not nearly as smooth if you’re just being lazy. I never thought the Tuono 660’s 32.3-inch seat height was all that bad until I started jumping on and off the other bikes here. It’s not only the tall seat height, the Aprilia is much wider at the seat, which makes getting one’s feet on the ground more challenging. Despite its bigger brother offering sportbike-like steering sweep from lock-to-lock, the Tuono 660 has plenty of sweep, which is great for maneuvering through traffic or doing endless photo and video passes on canyon roads. The Tuono chassis is infinitely more stable than most bikes in this group. It is the most composed at speed leaned over and generally while cruising. On the highway though, sharp bumps can harshly make their way through to the rider. Troy is less enamored of the sexy Italian nymphet: I’m conflicted with the Tuono. There are some categories on the scorecard it clearly wins: Appearance, Technology, Cool Factor, and Handling. Those wins elevated the bike so much on the cards it masks how awful the engine is in the real world. The Tuono’s 659cc Parallel-Twin admittedly sounds awesome with its 270° firing order, but it’s absolutely gutless in the midrange where the majority of riders spend their time. Yes, it has the most power, but you only feel that once the engine is screaming. In the canyons, where a bike like this will likely spend some time, trying to get drive out of a corner is downright frustrating, as you’ll open the throttle and nothing will happen. Then, suddenly, you’ll hit the pipe and it feels like a two-stroke. Also, once you get the Tuono 660 up in the power, it vibrates and buzzes so much it dulls your hands. Good thing it has cruise control, so at least you don’t have to worry about it on the freeway. Adding insult to injury, the fueling surges under steady throttle. Different power modes don’t make a difference. No matter how smooth I tried to be with the throttle, the power application was twitchy. Even steady throttle on the freeway I could feel the bike surging back and forth. Cruise control cured this, but you can’t always put CC on. The mid-range dip and flat spot are so egregious they really detract from the motorcycle. It’s clearly very sporty and the most sport-oriented of the group. The chassis is much more communicative than all the other bikes. It’s the only bike with an autoblipper, but it is an option (Triumph offers one too.) So is the IMU. That said, I think both are options you should get. The electronics suite is impressive, but it comes at a cost. The Tuono 660 is the most expensive bike here, by far. Do you really need that many ride modes, different levels of TC, ABS, engine braking, and wheelie control on a bike with no torque? I’d argue you don’t. Or at least not to that extreme. Like the Honda, if the gutless midrange (and low-rpm flat spot) were cured, the Tuono 660 would easily punch above its weight. As it is, I think it’s lucky to have placed second. As for me, JB, I thought I was being generous to rank the Tuono third, which it won mostly by dint of being the only one with standard cruise control. Riding it home from our mountain testing grounds on day four, the Tuono gave me one of the finest commutes of my life. Tail-end pandemic traffic does weird things, and I’ve never seen that stretch of I-5 so empty through LA, one section of which is brand new and about five lanes wide. The Tuono’s top speed exceeds 120 mph, and if there’s a governor on the cruise control it’s somewhere above 95. It’s still a bit vibey up there, but at that speed everything else is working great. And it’s nice to have a small fairing for sure at higher speeds. Not a bad place for longer-legged, thinner people. Most of the time, though, I’m going to have to take the Siahaan line on the Tuono: The big flat spot in the midrange – right where a Twin is supposed to excel (and accel) – kind of ruins it for me, along with high-rpm vibration that’s worse on the handlebarred Tuono than it was on the clip-on RS. As soon as somebody finds a fix for those things, I heartily endorse the rest of the sportiest package here. Winner: Triumph Trident 660 Ryan A: 1st place, 87.5% John B: 1st place, 90.4% Troy S: 1st place, 86.3% The Trident racked up wins in Ergonomics/Comfort, in Instruments/Controls, and in Quality/Fit/Finish – before destroying the runner-up Aprilia in Grin Factor 92.5% to 72%. Every bike but the Honda elicited more Grins than the Aprilia, matter of fact. The sweet 660 Triumph triple ranked less than 1% behind the winning Yamaha twin for best Engine. The Yamaha’s torque curve is the clear winner on the dyno, but that advantage isn’t nearly as clear on the road. The Trident tied the Aprilia for first in Brakes and Suspension, and finished no worse than second in any category, including Cool Factor. 2021 Triumph Trident Review – First Ride Even Ryan has nothing negative to say about the Trident: Who would’ve thought the Triumph Trident 660 would be the sleeper bike in this crew? The 660cc Triple is as smooth as the Honda’s mill, but builds up into the meat of its power much sooner and still offers an exciting rush above 7,000 rpm. Ergos aren’t my favorite, but they are perfectly neutral and very comfortable around town. It’s out on bumpy fast canyon roads that I felt I had to work to keep weight over the front tire to feel confident with the front end. The suspension is firm but doesn’t seem as well damped as the Tuono 660 and CB650R. The Trident feels like a quality machine on par with the Honda and Aprilia. The finishes are great, the dash looks clean and modern, and the color options for the bike are equally so. Smooth is a great word to describe the Triumph. The engine is just as fun around town as it is in the canyons and delivers smooth power with little to no vibration getting through to the rider at any rpm. Three cylinders seems to be an excellent compromise in the class. Troy, who said he knew the Triumph would emerge Triumphant after only about ten miles on it, is down: Initial thoughts: Triumph is really good! It’s narrow and easy to touch feet down. So, it’s great for even newer riders. Not sure I’d call this, or any of these bikes, good first bikes though. Triumph has been making three-cylinders for a long time, and the 660 is proof of how that constant refinement is paying off. It’s smooooth. There’s very little vibration, even at high rpm. Not to mention that sweet Triple sound is every bit as cool sounding as the Aprilia’s bark. The Trident makes nice, linear power. There’s a tiny delay at tiny throttle openings, but then it’s very strong in the middle with great fuel delivery. It runs out of steam up top compared to the Tuono, but it’ll still rev pretty high. Plus, the power drop off isn’t drastic. Not the latest braking hardware but more than adequate for the 427-pound Trident (which is probably closer to Triumph’s 417-lb claim, since ours has optional passenger grab rails and engine guards). Strong brakes! I’m surprised to see steel brake lines, but maybe I should be surprised a lot of the others still use rubber nowadays. Not a ton of feel though. After coming off the Aprilia’s Brembo lever, the Trident lever is thin and kinda flimsy. But if this were your bike, you’d get used to it or you’d change it anyway. Two ride modes – Road and Rain – come with pre-mapped power and TC settings. You can also turn TC off entirely, but not ABS. All of these impressions are from the standard Road mode which, if you haven’t noticed by now, is really impressive. One of the few with inverted forks, the chassis was composed and neutral. But the Trident is also not a Street Triple or Daytona. It doesn’t handle the bumpy roads nearly as well, but among this crowd of bikes, it’s one of the more composed. For normal riding, it’s every bit a stable, compliant, and comfortable ride. For the occasional canyon ride, I’d like more weight over the front, but again, that’s a nitpick instead of a complaint. When I first saw it, the styling didn’t really do anything for me. I was kinda hoping for a different headlight instead of a round one. Then I realized that bike is called the Street Triple. That said, the LED headlight is the best and brightest here, by far, in the daytime anyway. I could see it from a mile away – and that’s the low beam! I could make arguments for rearranging the final order of all the bikes, but I think we’re all in agreement in placing the Triumph at the top of the list. It’s comfortable, stylish, and has a great overall package with a killer three-cylinder engine. Triumph, like Paul Masson, will release no wine before its time. Which makes it difficult to understand why any major manufacturer would, knowing we hypercritical motojournalists are going to get our hands on it first? It’s brand new, but everything about the Trident worked seamlessly right out of the crate, and continues to – just like every Triumph we’ve had the pleasure of testing in the modern era (with the possible exception of the TT600 20 years ago). It’s not perfect, but the Trident’s about as close as it gets for $8,095 (and its maintenance requirements are likewise affordable). A smidge less high-speed compression damping in its otherwise very good suspenders wouldn’t be bad, as we learned over some of our worst third-world California pavement. There is a bit of tingle through the grips around 6000 rpm and 80 mph, and it would be nice if there was cruise control so you could mitigate it by giving your right hand a rest – and that’s the end of my complaints. For $8,095, you can afford to add the optional quickshifter, heated grips, and maybe a flyscreen. The End, almost… The MT is dead, long live the Trident. Really, and happily, the MT is far from dead; it remains a fantastic choice (alongside the retro-styled XSR700, which is powered by the same CP2 270-degree twin-cylinder), along with the four other contenders here. Weaker members of the herd have been left behind, sacrificed to the gods of progress, and let us observe a moment of silence in their memory. Right, time’s up. Here’s to the new Trident, the great minds that built it, and a great bunch of affordable motorcycles that are probably doing more to grow our little hobby than any other class. In Gear – John Helmet: Shoei Neotec 2 Splicer Jacket: Dainese Street Rider (discontinued) Gloves: Aerostich Elkskin Competition Jeans: Trilobite 661 Parado Boots: Sidi Adventure Mid Gore-Tex In Gear – Ryan Helmet: Arai Corsair-X Jacket: REV’IT! Mantis Jeans: Pando Moto (Discontinued) Gloves: REV’IT! Prime Gloves Boots: Dainese Axial D1 In Gear – Troy Helmet: Shoei RF-1400 Scanner Jacket: Alpinestars Men’s Tailwind Air Waterproof Motorcycle Jacket Airbag: Alpinestars Tech-Air 5 Gloves: Alpinestars Men’s SP-2 v2 Glove Pants: Alpinestars Crank Denim (Discontinued) Boots: Alpinestars Men’s Faster-3 Rideknit Motorcycle Riding Shoe 2021 MO Middleweight Naked Bike Shootout Scorecard Scorecard Aprilia Tuono 660 Honda CB650R Kawasaki Z650 ABS Suzuki SV650 Triumph Trident 660 Yamaha MT-07 MSRP 70.6% 83.7% 98.1% 100% 95.1% 100% Weight 100% 90.5% 97.3% 91.6% 93.9% 98.8% Pounds/HP 100% 87.0% 70.2% 75.8% 79.7% 81.0% Pounds/Torque 91.9% 79.1% 87.4% 84.7% 83.0% 100% Total Objective Scores 88.9% 85.8% 91.4% 90.6% 90.1% 96.4% Engine 83.8% 80.0% 85.4% 87.5% 92.5% 93.3% Transmission 90.0% 86.7% 85.8% 81.7% 88.3% 83.3% Handling 90.0% 85.0% 84.2% 80.0% 86.7% 80.8% Brakes 85.0% 84.2% 80.8% 76.7% 85.0% 82.5% Suspension 86.7% 83.3% 80.0% 79.2% 86.7% 83.3% Technologies 93.3% 78.3% 77.5% 73.3% 85.0% 75.0% Instruments/Controls 85.0% 78.3% 83.3% 71.7% 88.3% 78.3% Ergonomics 76.7% 80.0% 81.7% 77.5% 85.0% 83.3% Quality 86.7% 85.0% 82.0% 76.7% 87.5% 80.8% Cool Factor 90.0% 75.0% 71.7% 63.3% 86.7% 76.7% Grin Factor 71.7% 66.7% 80.0% 77.5% 92.5% 83.3% Overall Score 85.9% 81.3% 83.3% 80.3% 88.5% 85.6% Specs Aprilia Tuono 660 Honda CB650R Kawasaki Z650 ABS Suzuki SV650 Triumph Trident 660 Yamaha MT-07 MSRP $10,899 (with $400 optional IMU and quickshifter) $9,199 $7,749 $7,699 $8,095 $7,699 Engine Type 659cc liquid-cooled, Parallel-Twin, DOHC, four valves per cylinder 649cc liquid cooled Inline-Four, DOHC; four valves per cylinder 649cc liquid-cooled Parallel-Twin, DOHC, four valves per cylinder 645cc liquid-cooled, 90˚ V-Twin, DOHC, four valves per cylinder 660cc liquid-cooled, Inline 3-cylinder, DOHC, four valves per cylinder 689cc liquid-cooled Parallel-Twin, DOHC, four valves per cylinder Bore and Stroke 81mm x 63.9mm 67mm x 46mm 83.0mm x 60.0mm 81.0mm x 62.6mm 74.0mm x 51.1mm 80.0mm x 68.6mm Compression Ratio 13.5:1 11.6:1 10.8:1 11.2:1 11.95:1 11.5:1 Horsepower (rear-wheel dyno) 84.6 hp at 10500 rpm 81.9 hp at 10800 rpm 61.4 hp at 8100 rpm 70.7 hp at 8600 rpm 72.3 hp at 10300 rpm 70.0 hp at 8500 rpm Torque (rear-wheel dyno) 44.4 lb-ft. at 8800 rpm 42.1 lb-ft. at 8500 rpm 43.5 lb-ft. at 6900 rpm 44.5 lb-ft. at 8100 rpm 42.8 lb-ft. at 6400 rpm 48.7 lb-ft. at 6300 rpm Transmission Six-speed with Aprilia Quick Shift up-and-down system and assist & slipper clutch Six-speed, assist & slipper clutch Six-speed, return shift Six-speed, constant mesh Six-speed, assist & slipper clutch 6-speed; wet multiplate clutch Final Drive Chain Chain Sealed chain Chain X-ring chain Chain Frame Die-cast aluminum frame and swingarm Twin-spar steel diamond frame with pressed aluminum swingarm plates Steel trellis frame Steel trellis frame Tubular steel perimeter frame Steel trellis frame Front Suspension Kayaba 41mm upside-down fork, adjustable for rebound, and spring preload on a single stanchion. Wheel travel 4.3 inches (110mm) Separate Function Big Piston 41mm inverted Showa fork; 4.25 inches of travel 41mm telescopic fork; 4.9 inches of travel 41mm telescopic, coil spring, oil damped; 4.9 inches of travel Showa 41mm upside down separate function forks (SFF); 4.7 inches of travel 41mm telescopic fork; 5.1 inches of travel Rear Suspension Aluminum swingarm with asymmetrical trusses. Monoshock with adjustable rebound and spring preload. Wheel travel: 5.1 inches (130mm) Showa single shock with adjustable preload; 5.04 inches of travel Horizontal back-link with adjustable preload, swingarm; 5.1 inches of travel Link type, single shock, coil spring, oil damped with adjustable preload; 2.5 inches of travel Showa monoshock RSU, with preload adjustment; 5.3 inches of travel Single shock, adjustable preload and rebound damping; 5.1 inches of travel Front Brake Dual radial-mounted Brembo calipers with four 32mm pistons. 320mm discs. Radial master cylinder and steel braided brake lines with Cornering ABS (when equipped with the optional IMU) Dual 310mm discs with radial-mount four-piston calipers; ABS Dual 300mm petal-style discs with two-piston calipers, ABS Dual, 4-piston calipers, twin disc, ABS-equipped Nissin two-piston sliding calipers, twin 310mm discs, ABS Dual four-piston calipers, 298mm hydraulic disc; ABS Rear Brake Single Brembo caliper with two 34mm pistons. 220mm disc with Cornering ABS (when equipped with the optional IMU) Single 240mm disc; ABS Single 220mm petal-style disc, ABS Single, 1-piston caliper, single disc, ABS equipped Nissin single-piston sliding caliper, single 255mm disc, ABS 245mm hydraulic disc; ABS Front Tire 120/70-17, radial, tubeless 120/70-17 120/70 ZR17 120/70 ZR17 (58W), tubeless 120/70 R17 120/70 R17 Rear Tire 180/55-17, radial, tubeless 180/55-17 160/60 ZR17 160/60 ZR17 (69W), tubeless 180/55 R17 180/55 R17 Rake 23.9° 32° 24.0° 25.0° 24.6° 24° 50′ Trail 4.1 in. 4.0 in. 3.9 in. 4.2 in. 4.2 in. 3.5 in. Wheelbase 54.3 in. 57.0 in. 55.5 in. 56.9 in. 55.2 in. 55.1 in. Seat Height 32.3 in. 31.9 in. 31.1 in. 30.9 in. 31.7 in. 31.7 in. Curb Weight (Measured) 401 lbs. (without mirrors) 443 lbs. 412 lbs. 438 lbs. 427 lbs. 406 lbs. Fuel Capacity 3.9 gal. 4.1 gal. 4.0 gal. 3.8 gal. 3.7 gal. 3.7 gal. Fuel Economy 44.5 mpg 39.9 mpg 43.6 mpg 48.4 mpg 45.8 mpg 51.0 mpg 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 2021 MO Middleweight Naked Bike Shootout – Six Bikes! appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/JHPBKMawQcESource

Updated June 2021 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 1. Alpinestars Women's Stella SMX-1 R 2. Joe Rocket Heartbreaker Women's Boots 3. Dainese Torque 3 Out Women's Boots 4. Alpinestars Stella SMX Plus v2 Boots 5. Sidi Adventure 2 Gore-Tex Boots 6. O'Neal 0325-709 Womens New Logo Rider Boot 7. Fox Racing Comp Women's Boots 8. TCX Women's Lady Blend Boots 9. Harley-Davidson Women's Amherst Motorcycle Boot 10. Harley-Davidson Women's Belhaven Leather Boots 1. 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 2. 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 3. 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 4. 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 5. 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 6. 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 7. 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 8. 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 9. 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 10. 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 What is special about motorcycle boots? Motorcycle boots are designed specifically for the purpose of riding a motorcycle *and* protecting your feet and ankles. The more technical the riding, the more robust the shoe or boot needs to be. At the most technical end of the spectrum, inner boots and intricate systems like exoskeletons are employed to help reduce the likelihood of your foot moving in a way it’s not supposed to. As you move down the ladder, riding boots and shoes skew more towards comfort over performance, but you’ll likely still find a shifter pad over the toes and some form of ankle protection, at minimum. Recent Updates: Products updated, FAQ added, additional resources and recent updates added Additional Resources MO Tested: Sidi Adventure 2 Boot Review Harley-Davidson Boots And Shoes For Women Women’s Gear Review: Dainese Sport Boots And Shoes 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. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/LNwlkVuxLYsSource

While we were waiting for a V-Four superbike to emerge from across the Pacific, Aprilia launched a sneak attack from across the other pond, in 2009. In 2010 and again in 2012, Max Biaggi and the RSV4 brought World Superbike Championships home to Noale. Ten years ago, as we entered the electronic era, our man Tor Sagen rode the latest and greatest version around Jerez. Aprilia’s ultra superbike gets tested at Jerez By Tor Sagen Nov. 24, 2010 Photos by Milagro The term high tech has never had a more suitable subject to describe outside of NASA than the Aprilia RSV4 Factory APRC SE. Traction control, launch control, wheelie control, triple ride-by-wire riding modes, quick shifter, and its even got blinkers incorporated into its mirrors! The RSV4 Factory APRC is what legends are made of.Aprilia, by offering the APRC technology to a mainstream audience, has the recipe to shatter everything that stands in its way in 2011. You’ve got to love Aprilia’s attitude of daring to fail to succeed.It takes guts to bring along a bike such as the RS3 Cube MotoGP bike using ride-by-wire as the first manufacturer to do so in MotoGP. It failed; Aprilia packed up its GP ambitions, rebooted its computers and came back stronger than ever in World Superbike with the RSV4 Factory and Max Biaggi. http://www.motorcycle.com/gallery/gallery.php/d/268270-2/2011-Aprilia-RSV4-Factory-APRC_3MC0649.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWe took to the Circuito De Jerez to test out Aprilia’s exciting RSV4 Factory APRC SE. Aprilia developed a three-cylinder Cube from scratch then binned it. Then it went about building a new V-Twin, binned it, and finally chose a V-4. It built the V-4 from scratch in-house and launched it as quickly as it could with complications, but at the same time with race wins. Finally in 2010 Aprilia won the world superbike championship with Biaggi. http://www.motorcycle.com/gallery/gallery.php/d/268287-1/2011-Aprilia-RSV4-Factory-APRC_Detail01.jpeg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTHere’s a look at mission control. There’s an awful lot to take in. Having followed this bike from the pre-concept stage to reality, I’m delighted to be able to give unconditional praise. The RSV4 Factory APRC can be called a motorcycling virtuoso in the technical area. A combined (but competitive) effort from Aprilia, BMW and Ducati has bloodied the Japanese noses seriously in the last couple of years. Aprilia and Ducati have done it on the World Superbike circuits and BMW on the sales charts. Now, let me tell you how good this bike is. On my very first lap the Aprilia technicians force-fed us level eight on the traction control. I thought; “how dull they are ruining my fun like this!” However they were right and I was wrong as this was the perfect way for me to ride the tightest Jerez corners using first gear, full throttle and just let the traction control automate me through the corners. Without traction control such behaviour on your warm-up lap would end in tears guaranteed. After that I simply used the Mana (absolutely no reference whatsoever to anything else on that bike I promise) switch gear using the minus button to reach lower levels on the traction control or the plus button to go back up. A rider’s left index finger toggles the minus button, and a left thumb for the plus button which is intuitive, all while on the move. http://www.motorcycle.com/gallery/gallery.php/d/268327-2/2011-Aprilia-RSV4-Factory-APRC_GIS3663.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT There’s no sound or chugging or anything when the traction control kicks in. I could feel when the rear tire slipped but trusted the ATC instantly. The amount of rear wheelspin allowed is pre-determined depending on which TC level you choose. I worked my way all the way down to level one but I did a whole session using level four which suited me just fine. Each of us had five sessions on the bike of which the first was to test traction control alone, second session to test wheelie control with traction control, third session to test launch control and the two last sessions to freely explore. That’s nearly two full hours of hardcore undiluted adrenaline pumping action. Aprilia’s wheelie control is highly sophisticated and not only stops wheelies from happening between low-gear corners but it knows how much it should allow and how to land them soft to avoid upsetting the handling. Don’t you tell me that’s not very clever! The physicality of trying to curb a wheelie while racing is immense. Riders have to use their upper bodies like athletes forcing weight forward while accelerating and withstanding G-forces and wind resistance. Aprilia have with the AWC taken that physicality away, allowing the rider to concentrate on pinning the throttle. The AWC has three levels to choose from, where I suspect level one is the only race one. Some front wheel lift is always allowed because as long as the wheelie isn’t too high you can still be at maximum acceleration levels. What’s really good about this from a racer’s perspective is to keep that front down between really quick directional changes in low gears while keeping the throttle wide open. A small wheelie is then accepted while you pin it and turn the bike over from side to side, landing it just in time to steer out of the next corner. And landing it smoothly to avoid upsetting the front more than the steering damper can handle. There’s gyrometer wizardry involved here, and not only sensors between the two wheels. http://www.motorcycle.com/gallery/gallery.php/d/268331-2/2011-Aprilia-RSV4-Factory-APRC_IMG_3324.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTYou can bet there’s a big smile hidden behind that tinted visor as he whips this high-tech rocket around Jerez. How does it work? Two gyrometers and two accelerometers are at the ECU’s disposal for any data it may need for the various systems. Anything a motorcycle can do whether it is vertically or horizontally the ECU is aware. So when we stupid people do something wrong with the throttle in the wrong place the system saves us from ourselves. Through the ride-by-wire system the ECU also knows the throttle position and based on pre-calculated algorithms based on a variety of conditions (you choose the levels, computer performs to that level). Torque is the joy and the misery of motorcycling. Too little is dull and slow, while too much in the wrong place can be dangerous. Aprilia has nearly 100% control of torque with the APRC system. The instrumentation is bi-polar with one race mode and one road mode. In race mode there’s no speed indication and the space is used to show a variety of information related to the APRC instead. http://www.motorcycle.com/gallery/gallery.php/d/268352-1/2011-Aprilia-RSV4-Factory-APRC_TIN0517.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT Launch control was another first for me (along with the wheelie control) and the one that’s quite difficult to get right the first time. It’s not for no reason racers practise launch control despite the fact they have done it a thousand times before. True, all you have to do is to keep the throttle fully open and release the clutch. But you still have to modulate the clutch release and, Aprilia allows three levels of how aggressively you can launch. Level one can put you in a lot of wheelie trouble if the clutch is released too quickly. Training makes perfect, but my three goes at it were a disappointment as I was a little bit too careful with the clutch. Aprilia made sure to advise that the clutch needed some serious cooling after each launch attempt, so we did a full lap between each launch. Imagine yourself being slowly tortured as 180 wild horses are released at once. This feature is not for road use, as you have to pass 100 mph and third gear before the system cancels itself out. And while in launch mode the traction control doesn’t work. The Aprilia Quick Shifter allows you to shift up clutch-less while keeping a wide-open throttle. I think you’ll start to see the pattern here now. Every operation apart from braking and shifting down can basically be done with full throttle! http://www.motorcycle.com/gallery/gallery.php/d/268282-1/2011-Aprilia-RSV4-Factory-APRC_3MC7589.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWith its closer-spaced gearbox and quick shifter, acceleration is impressive. For the Factory APRC Aprilia has added a closer-spaced six-speed gearbox for improved acceleration, plus the quick shifter which makes it into a formidable straight-line dragster. The Pirelli Supercorsa Diablo SP tires in dimensions 120/70-ZR17 and 200/55-ZR17 were developed in the 2010 FIM Superstock championship. The main advantage with the ultra wide 200-section rear tire is its superb grip on corner exit. The contact patch is wider than ever and provides superb levels of grip when 180 horsepower wants to rip it apart. The tires are approved for speeds up to 198 mph. More rubber that copes with more heat allows for some very long black lines up turn 4 at Jerez. The only thing that would give you more grip is a full on set of slicks. Wait for it, the RSV4 Factory APRC SE features traction control that self adjusts to new and different tire sizes, also adjusting to different final-drive gearing. There are professional high-end racing teams in the world with less sophisticated electronics than the RSV4 Factory APRC SE road bike. The suspension consists of fully adjustable top-spec Ohlins items including the steering-damper. The RSV4 Factory has got that subtle but plentiful feel that speaks of high-quality suspension. The Ohlins fork and shock is soft enough for feel in slow corners and hard enough for ultra-fast corners. http://www.motorcycle.com/gallery/gallery.php/d/268341-1/2011-Aprilia-RSV4-Factory-APRC_MAC_3907.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTSuspension is all top-notch Ohlins goodies, which is what you should expect in a bike in this price range. The brakes are the well-known Brembo monoblock radial type which stops the 395-lb (claimed dry-weight) with great authority. The only way to improve these items further is to fork out around 15,000 Euro or so for the items Max Biaggi uses on his superbike. The chassis is fully adjustable as you’d expect and nimble as a 250GP racer. The 999.6cc V-4 engine feature state of the art technology such as independently controlled throttle bodies. Max power is still 180 horsepower at 12,250rpm and 115Nm at 10,000rpm but with improved torque delivery and acceleration in the three lower gears. The new exhaust also helps to improve power delivery. These changes shoot the RSV4 Factory like a missile out of corners. Only the Ducati 1198 can rival in the corner exit war. The engine feels and sounds great, and for such a powerhouse there’s hardly any vibration. The mechanical slipper clutch helps stopping the bike quickly, and only on two occasions during my day in the saddle could I feel any chatter while hard on the brakes. http://www.motorcycle.com/gallery/gallery.php/d/268361-1/2011-Aprilia-RSV4-Factory-APRC_TIN1485.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTOur tester says this bike exits corners faster than any other liter-sized sportbike. The RSV4 Factory APRC SE can be visually distinguished by its special decals and the tricolore on the lower fairing. Those in the know will notice the new exhaust and that fat 200mm rear tire, too. If the APRC Special Edition (only 350 to be manufactured) turns out a success (inevitable!) the technology will be fed down to both the RSV4 R and the next RSV4 Factory. Also expect an APRC system drip down to other Aprilia road products where the Dorsoduro 1200 was the first one out. Conclusion There are only two things the Aprilia RSV4 Factory APRC SE can’t do, and those are flying and automatically tweet your laptimes. It’s difficult to make sense of this motorcycle on paper, but actually riding it and using the myriad of features on the circuit just immediately tells you that it’s a mechanical and technical genius. http://www.motorcycle.com/gallery/gallery.php/d/268336-1/2011-Aprilia-RSV4-Factory-APRC_MAC_3853.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMT Most of Aprilia’s in-house solutions are patented and can’t easily be copied. For that reason, whoever wants to go after this gem of a superbike will need to work very hard to catch up. Don’t look at spectacular horsepower figures in 2011 because this Aprilia RSV4 Factory APRC SE will beat them all, hands down. Yes, it’s that good. Highs: Lows: APRC, all of it! V-4 engine that is smooth and powerful over a wide spectrum Perfect chassis and tires At $22,499 in the U.S., it’s an expensive special edition Limited to the 350 lucky few The post Church of MO: 2011 Aprilia RSV4 Factory APRC SE Review appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/Czn5FbBX7_ASource

Fun fact: Metzeler, the company we now know for its motorcycle tires, used to be in the business of making sausage casings. Yeah, sausages. Like the things we stick between buns and eat at baseball games. This was just one of the many different business ventures under the Metzeler umbrella during its 158-year history. For a clearer context, let’s go back to the beginning. Robert Friedrich Metzeler founded the eponymous company in 1863 in Munich, Germany, producing rubber goods ranging from surgical equipment to children’s toys. The company’s early claim to fame, however, came in 1878, as it developed and produced an air-tight fabric made from rubber (among other things) to form the world’s largest tethered balloon for that year’s Paris World Exhibition. Spanning 36 meters (118 feet) in diameter, attendees of the fair could get a view of Paris from as high as 500 meters (1,640 feet) in the sky. Balloons need a canopy. That’s where Metzeler came in and produced the world’s biggest one. Photo: Prudent René Patrice Dagron via Wiki Commons. Like other rubber companies from this time period, Metzeler expanded its attention towards tires with the advent of the automobile, and by 1892, it had received a Swiss patent for what would effectively be known as the tire (specifically a bicycle tire, in this case). By 1933, Metzeler had produced a tire from synthetic rubber, which would prove to be an important development considering the course of German history over the next decade or so… By the end of the second World War, much of the Metzeler factory was destroyed. In the rebuilding process, and in the decades to come, Metzeler continued with tire production for motorcycles, automobiles, and commercial vehicles. This is also the period in which Metzeler expanded to leisure products (inflatable boats, diving equipment, skis…), and yes, sausage casings. Metzeler’s mascot is the blue elephant, which was first used in 1906 and later trademarked in 1951. Rumor has it that at the 1906 International Motor Show Metzeler had an elephant trample one of his tires to show how tough and robust they were. The story stuck, and now, the image of the elephant is used on Metzeler tires as a symbol of their strength and quality. Starting in the 1970s, the next two decades was an interesting period for Metzeler, as, in 1972 Bayer AG – yes, the Aspirin folks – acquired a minority stake in the company. The power grab reached its height only two years later, in 1974, as Bayer flexed its muscle and started taking increasing control over the Metzeler Group of companies, angering the other stakeholders. By 1978, a major restructuring of the company created the Metzeler Automotive Profile Systems, Lindau. This was the start of Metzeler’s sole focus on motorcycle tires. Then, in 1986, Metzeler Kautschuk GmbH was taken over by the Pirelli Group – an arrangement that continues to this day. Today, Metzeler offers tires for every category of motorcycling. Whether it’s sportbikes, cruisers, tourers or scooters, Metzeler has rubber for all of them. And while we tend to focus on street motorcycles, Metzeler offers tires for dirtbikes, too. Let’s take a look at tires from all of Metzeler’s road-based categories. Table of Contents Sportec M9 RR Metzeler Roadtec 01 SE Cruisetec Tourance FeelFree Scooter Sportec M9 RR An aggressive street tire developed with lessons learned from the ultimate street race of them all – the Isle of Man TT – the Sportec M9 RR is the worthy successor to the M7 RR. Developed to handle the ever-changing conditions of hardcore canyon riding, the M9 RR is Metzeler’s first supersport tire developed with a 100% silica compound. This is important because silica is a major component in a tire coming up to working temperature quickly and being effective, even when it’s wet or cold outside. In the past, the key shortcoming of high silica compounds was that they didn’t hold up well to high temperatures – like those generated at the track. This update is the result of Metzeler’s Compound Continuous Mixing, which blends the resins used with the silica so thoroughly that the final mixture is stable enough to withstand a significantly wider range of heat. Metzeler Sportec M9 RR Tire Review The M9 RR was developed specifically with the advanced electronics today’s motorcycles come equipped with. Both the front and rear M9 RRs receive dual-compound construction, with the center section being a harder, more wear-resistant one and the outer edges softer and grippier – though both are still full silica. Where the front soft compound goes all the way through to the tire’s carcass, the rear utilizes what Metzeler calls a “cap and base” construction, with the soft edge compound laid over the harder compound used for the center. This construction assists the rear tire’s side compounds in maintaining their thermal stability under loads caused by acceleration. The tread design is an evolution of the M7’s, with the Pi design enhanced with the claw grooves that Metzeler says help the tire get up to temperature faster and also help with water evacuation. These are claims born straight from testing at the Isle of Man. The grooves remain until about 30º of lean angle, after which the tire is essentially a slick, giving maximum dry grip at high lean angles. Shop Now Metzeler Roadtec 01 SE Building off the Roadtec 01, Metzeler’s top touring tire, the SE version has a bit of a performance edge, for sportier riders who predominantly tour in dry environments. Nonetheless, the Roadtec 01 SE has a higher land/sea ratio along the shoulder, giving you better grip at higher lean angles while still doing a good job moving water out of the way if needed. The sidewall construction is the same between both the standard and SE versions, so you get better communication with the road and more compliance on lighter motorcycles. Metzeler Roadtec 01 Tire Review There’s a lot of emphasis on making the Roadtec 01 stable and confidence inspiring in low grip situations and under braking. We’ll spare the tech talk that has gone into the tires, but from its construction to its tread design and layout, Metzeler focused on long-lasting touring performance with impressive grip to match. In fact, Metzeler claims up to 10% more mileage compared to its Roadtec Z8 – itself a worthy and respected sport-touring tire. The best part is, the Roadtec 01 SE’s performance was designed to remain consistent longer, so you can trust them even as the miles (and the wear) build up. Shop Now Cruisetec The latest cruiser tire from Metzeler, the Cruisetec leans more toward the performance cruiser side of the equation than most, with a pointier profile for quick handling and more rubber on the road when heeled over. Compared to traditional cruiser tires, the Cruisetec is more about grip than long wear (look at the ME88 if you care more about mileage). The rear is a dual-compound, though – harder rubber down the center for longevity and softer, chewy sides for great traction when blasting out of corners. Greater performance is born from an all-new carcass design, so you have predictable handling, feedback, and cornering stability, even on today’s high-performance cruisers. The Cruisetecs come in a bunch of sizes, from 16- to 21 inches, to fit many members of the genus Cruiser. Shop Now Tourance Leaning heavily towards the pavement side of the adventure-touring segment, the Tourance tires are “developed and tuned for the big, modern, street-oriented Enduro motorcycles,” says Metzeler. Designed for 85% road use, these radial tires feature Metzeler’s 0º Steel Radial belt technology to help the tire deform at speed as little as possible. A thick groove depth combined with balanced carbon black and silica compounds have been used to guarantee a high level of mileage and durability together with great grip in both wet and dry conditions. Thanks to its highly efficient mixing technology, Metzeler is able to combine silica, carbon black and the latest generation of resins and reinforcement agents to make a tire that comes to temp quickly in all conditions and provides great grip with minimal overheating issues. The large tread blocks are still able to lay down the power on the pavement, but when you do want to venture a little off-road, deep grooves between the blocks help the Tourance dig into light dirt adventures. Granted he was riding a BMW G310GS at the time, but MO’s resident dirt guy Ryan Adams was impressed with the Tourance’s ability to find traction even in muddy fire roads. Shop Now FeelFree Scooter Scooters need good tires, too, and Metzeler has them covered with a wide range of rubber. The FeelFree scooter tire seen here is available in a wide range, including radial and bias ply. Overall, the FeelFree leans towards the sport-touring side of the scooter tire spectrum. The land/sea ratio draws a balance between wet and dry performance, but with a nod towards confidence when the road conditions go south. If you follow along with the Metzeler line, you might recognize the tread pattern as closely resembling that of the Z6 sport-touring tire. This isn’t a coincidence, as its well-rounded tread pattern is well suited for scooter duties. Shop Now Metzeler FAQ Are Metzeler tires good? Unlike most other tire manufacturers, all Metzeler does is motorcycle tires. Not cars. Not trucks. Not farm equipment. Just motorcycle tires. Metzeler knows tires. Being under the Pirelli umbrella, and being able to share knowledge and data, further strengthens Metzeler’s position as a tire company you can have faith in. Which is better, Pirelli or Metzeler? When it comes to high-profile brands like Pirelli, Michelin, Metzeler and others, one isn’t necessarily better than another. It really is true that these well-known brands all produce great products. But each company may have specific characteristics they impart into their tires that may or may not work well with your riding style. How long do Metzeler tires last? The lifespan of any tire depends on a number of factors – type of tire, type of riding, riding conditions, type of motorcycle, etc. Tires meant for competition will clearly have a shorter lifespan than touring tires, but the competition tires will have more outright grip. Within their specific categories, Metzeler tires are known to last a similar amount of miles as others in the category. But again, it’s nearly impossible to get into specifics about how long a tire will last. Additional Resources Metzeler Sportec M9 RR Tire Review Metzeler Roadtec 01 Tire Review Metzeler Introduces Two New Tires For Racers And Trackday Enthusiasts Metzeler Sportec M7 RR Review 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 Metzeler Tires: Everything You Need To Know appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/pLH5u-HRDQgSource

Let’s take a moment to acknowledge the lead-acid battery. Invented in 1859, the first rechargeable battery has been honed to an extremely high state of tune. In fact, it is so ubiquitous that almost every gasoline-powered motor vehicle on the planet uses them to start their engines. Lead-acid batteries are cheap to manufacture (and recycle), flexible in their application, and pretty dang reliable. They are the very definition of a known quantity. Unless you have one of the flagship hypersport bikes or one of a select group of dirt bikes, odds are, your motorcycle came with a lead-acid battery straight from the factory. Lithium-based batteries are, comparatively, new on the scene and, as is true of many nascent technologies, have gone through some growing pains. However, lithium batteries have developed quite quickly and are now on the cusp of a significant challenge to the lead-acid hegemony. Still, lots of riders are asking why would we want to mess with a good thing? As good as lead-acid batteries are, they have some significant flaws. First, they are heavy. Second, they contain a large amount of lead, which is bad for the environment if not recycled, and the acid that interacts with the lead is corrosive, should it leak from the battery case. Third, they have a limited number of discharge/recharge cycles compared to lithium batteries. Finally, in storage, their self-discharge rate can be as great as 1% per day in hot conditions. Lithium batteries address all of these issues. Remember the bad old days when you had to maintain your lead acid batteries with distilled water. Well, sealed battery advancement essentially eliminated that. Now, lithium batteries potentially look to be the end of lead-acid batteries themselves. To learn more about lithium batteries, how they relate to lead-acid batteries, and what the future holds for them, we talked with Representatives from two of the major lithium battery manufacturers in the U.S. At Shorai , we spoke to Phuc Lam, TK, for information about how Shorai has approached lithium batteries over its 11 years of manufacturing them. We also spoke to Jason Levitt, President and Founder at Full Spectrum Power , whose company has also been a manufacturer of lithium batteries for more than ten years. Levitt gave us a wealth of background information on lithium batteries, but his primary point was to say that the weight issue has been overplayed. Yes, they are lighter. He believes we should be more excited about the voltage they deliver: “Higher resting voltage, means the bike will start more quickly. Your resting voltage will be higher. So, that means a more consistent spark and hotter spark, running a lithium battery than lead-acid.” Lam also stressed that the primary advantage of lithium batteries is not the weight, stating that “the cycle life is the primary benefit of lithium batteries.” In layman’s terms, this is how many times you can discharge and recharge a battery. Lam stated that the duty life of lithium batteries is as much as 5,000 cycles vs a lead-acid battery’s 1,000 before performance goes down. This is a significant difference. Lithium battery myths We’ve all heard stories about lithium batteries that have caught fire. While we certainly don’t want that to happen to our bikes, the fear is mostly misplaced. The fires we typically read about are with lithium-ion batteries, the types of batteries that power small electronics, like smartphones and laptop computers. In motorcycle applications, the batteries are constructed from a lithium-iron-phosphate blend that gives up a little in its power density for significantly more chemical stability than traditional lithium-ion batteries. Additionally, in the case of powersports lithium battery failures, most of these occurred in batteries without Battery Management Systems (BMS). The electronics necessary to balance the discharge/recharge loads on a lithium battery have advanced to the level that the BMS shuts the battery down when an overcharge situation that could potentially lead to overheating and/or fire is encountered. A lot more is going on inside of a lithium battery’s case than with traditional lead-acid batteries. This is actually a strength of a lithium battery and what makes it virtually impossible to over or undercharge one. We’ve also frequently heard that lithium batteries don’t last as long as lead-acid batteries. This myth will need to be addressed in several ways. First, in the case of a complete discharge, it is possible to drain a lithium battery down to a level that it cannot recover from. However, BMS circuitry now prevents that from happening by shutting down the battery before the power drain can reach a level that will damage it. Unfortunately, not all lithium powersports batteries have BMS. If you’re shopping at the very bottom of the price range for lithium batteries, you’re likely not going to get this level of protection. The lack of a BMS is not the only way that low budget lithium battery manufacturers cut their costs either. For a while in the powersports industry, the lithium battery market was a bit of the Wild West, and unscrupulous low-end manufacturers were scooping up lithium cells that were rejected by name-brand manufacturers for pennies on the dollar. This allowed them to make money even with bargain-basement battery prices to the consumer. Not surprisingly, these cells tended to fail more often than quality ones, which damaged the reputation of lithium batteries and made many people falsely believe they were unsuited for motorsports use. If you absolutely insist on buying a super-cheap lithium battery, do your research before you spend your money. If it doesn’t have BMS, run away. The battery will be a danger to both your motorcycle and your wallet. Having to replace the battery in short order will be the least of your concerns. All reputable, name-brand batteries, such as Shorai and Full Spectrum, have BMS, making such worries unnecessary. The circuit board within the battery itself prevents both the overcharge scenario that could lead to a fire and the undercharge flatlining of the cells. You’ll never see the BMS, and you’ll never have to worry about your battery either. If you could see through the normally opaque shell of a lithium battery, you’d would notice, right away, how different it is from the old lead-acid batteries – particularly the unsealed ones. Another myth about lithium batteries is that they are less resistant to parasitic drains, such as an alarm system. Again, this comes from the era before lithium BMS were common. Typically, the alarm or another accessory would completely drain the battery, and the owner would not notice this for a while. With a lithium battery, this extended flatline will turn it into a paperweight. High-quality lead-acid batteries may bounce back from this kind of abuse a couple of times. However, not all lead-acid batteries will survive this mistreatment even once, either. Finally, when it comes to longevity, lithium batteries have a conservative discharge/recharge cycle capacity two-to-four times that of lead-acid batteries. So, if a lead-acid battery can last around 500 deep discharge cycles (or 80% depth of discharge cycles), a lithium battery can perform the same task upwards of 2,000 times, negating much of the upfront premium price paid for lithium batteries. Lithium batteries are also accused of being unsuitable for use in below-freezing temperatures. The truth is that both lead-acid batteries and lithium batteries are affected by the cold. Lam says Shorai batteries, like all lithium batteries, perform in the inverse of lead acid ones. With traditional batteries, you have to get the bike started right away before the voltage drops. With lithium batteries, the internal resistance is higher when the battery is extremely cold. So, you need to build up to the battery’s full cranking power. The trick to starting your bike with a lithium battery is to warm the battery up first. The easiest way is to put a load on it for a couple of minutes. By turning on a power draw, like a headlight or an electric vest, the battery warms itself as it delivers the electricity, and the amount of electricity available increases as the battery warms up. While some lithium battery manufacturers say to go ahead and repeatedly crank the engine anyway – since the large load will warm the battery the quickest way possible – we’d recommend against that, unless you like replacing the gears in your starter motor. Lithium battery realities As we said at the beginning of this article, the most common advantage that most riders have heard about lithium motorcycle batteries is that they weigh significantly less than lead-acid batteries. This is true. Getting roughly 70% weight savings is fairly common, and even lower weight options are available for those, like racers, who want to get the maximum weight savings. While this might not be of great concern to the owner of a Big-Twin bagger, sportbike enthusiasts frequently spend a lot of time and money shaving weight off of their bikes. Switching to a lithium battery could be the easiest way to lose five pounds. It certainly beats dieting. Perhaps the most important factor in favor of lithium motorcycle batteries is that they have a much higher power density than lead-acid batteries. Translated into plain English, that means that they put out more cranking amps per unit of weight. So, if you buy a high-quality drop-in replacement for your OEM battery, you’re likely to get more cranking amps with a similar amp hour rating to the original one – all with the weight savings mentioned above. Also, lithium batteries operate a higher voltage than their lead-acid counterparts. Lithium batteries produce 13.2 volts, delivering better performance to all the voltage-dependent systems on a motorcycle, from the starter motor windings to the coils to the injectors. With the better voltage-stability and slightly higher voltage delivered by lithium batteries, you get a bike that is easier to tune and makes more horsepower. Because of the higher voltage that lithium batteries operate at, they need different chargers. Another benefit of lithium batteries is that, unlike lead-acid ones, they deliver full power output until they completely discharge. By full power, we mean over 13 volts. So, lithium will deliver current over 13 volts until the bitter end. We’re all familiar with the tired sounding, progressively slower starter crank of a low lead-acid battery that is near the end of its charge. At this point, you’re running at 9 or 10 volts, and with modern motorcycles, the ECU, injectors, fuel pump, and spark plugs need at least 12 volts, meaning they’re not operating at full capacity, either. Most frequently, we encounter this issue after a lead-acid battery has spent an extended time without being charged. Lithium batteries handle long-term storage much better, self-discharging only about 1% over the course of about 45 days – regardless of the temperature. (Remember, a lead-acid battery can lose as much as 1% per day in hot weather.) Can you safely jump start a lithium battery? That depends on whether the battery has a BMS. Don’t hook it up to a running vehicle. Instead, hook it to another battery. Race teams do this by using a booster battery system to start the bike, which allows them to use an extremely small battery on the bike for when the engine is running. When jump-starting a lithium battery, be sure to connect the booster battery in parallel. Connecting them in series will make it 24 volts, and the BMS will trigger its protection. Also, in cold weather, you should follow the same startup process before you hit the button on the jump starter. Connect the booster battery for a few minutes to wake up the lithium battery on the motorcycle. Checking the health of your charging system is as easy as checking the voltage of your battery. This battery is in good shape. To check the charging system, just start the engine and hold the rpm steady at 2,000 rpm and measure the voltage at the battery. Caveats Before you replace your dead lead-acid battery, you should check the state of your bike’s charging system – particularly on older motorcycles. There might be a problem that caused the previous battery to fail. A healthy motorcycle charging system puts out about 14 volts at 2,000 rpm, and a lithium battery needs between 13 and 14 volts to charge. If your bike produces less than that because of a tired charging system, the lithium battery will not charge, and it will ultimately run out of juice, leaving you high and dry. (This charging system issue is a contributor to the myth about lithium batteries not lasting as long as lead-acid batteries.) Since many battery chargers – including the smart ones – are designed for the 12.8-volt requirements of lead-acid batteries, they will not charge most lithium batteries. Additionally, smart chargers expect to be connected to six 2 volt cells, but lithium batteries typically have four 3.3 volt cells. So, they’re not really speaking the same electrical language. Batteries with special circuitry can work with this lower voltage. However, it won’t be an optimum set up. Consequently, it is a good idea to get a smart charger designed for lithium batteries. The good news is that many name-brand manufacturers, like Shorai, produce them. In reality though, given the stability of lithium batteries, you may not need a charger at all – even if you’re taking your bike out of service for the winter break. Instead, simply disconnect the negative lead from your battery, and thanks to lithium’s longevity, it will be good to go when you hook it back up in spring. For now, OEM lithium battery fitment is largely reserved for high-end performance models, such as the Ducati Panigale V4 R. By now, you may be wondering why the OEMs don’t use lithium batteries in every motorcycle since they are so much better. The simple reason is that lead-acid batteries are a commodity item, and the bike designers are choosing to spend their budget elsewhere. Remember when traction control was rare? Like all relatively new technology, as the economics of scale come into play, we’ll see more OEM fitment. Currently, lithium batteries are filtering into modern homologation liter bikes and many top tier motocross bikes, like the Ducati Panigale V4 R and Honda CRF450R. Still, if a bike is a price point model and has budget suspension or brakes, you’re probably not going to see lithium batteries in it anytime soon. Lithium batteries also appear on bikes where space is at a premium, like this Honda CRF450R. While the lightness of lithium batteries has been overly stressed, that still resides in the plus column when you need to replace your OEM battery. Instead, consider that lithium batteries themselves are inherently better. Those with a BMS are just about impossible to kill, the BMS circuitry is there to prevent it. So, park your bike for a month or more (shame on you, BTW), and it’ll fire right up when you push the starter. So, for now, when your bike’s battery fails, you’ll have to decide if better reliability, more cranking amps, more robust resistance to self-discharge, and lighter weight are worth the extra money. What do you think you’ll do? 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 Lithium Motorcycle Batteries: Myths VS Realities – Updated appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/X9he2VGEN6ASource

With all of our staff editors busy working on the upcoming middleweight naked bike shootout, we found ourselves in a difficult position. Thankfully, we have Mark Miller in our quiver of freelancers. Who else but someone who has raced in some of the most challenging motorcycle races around the world could be trusted to crank the throttle of a Hayabusa wide open down the long front straight of the Utah Motorsports Campus? (Note: if you’re looking for information on the technical changes to the Hayabusa, skip over to our First Look beforehand.) —Ed. In 1988, I graduated from high school at 17 years old and three weeks later moved out of my mother’s house. Two weeks after that I bought my first motorcycle, a 1981 Suzuki GS1100E, the fastest production motorcycle to date, when it was new. 2022 Suzuki Hayabusa First Look I had been asking my parents for a minibike every year since I was six. At every Christmas and every birthday I pleaded with them, “I don’t want a motorcycle, I need a motorcycle. Don’t you understand?” I never got one.  Then finally the day came when I broke out of home and immediately started looking for the fastest, most badass big bore motorcycle I could find within my budget, which was, of course, $500. When you’re seventeen years old, 100 hp and 580 lbs feels like 1000 hp and 80 lbs. The never ending roller coaster ride. With its four valves per cylinder, 5-speeds, disk brakes, and 100.0 horsepower, the GS became not only my personal rocket ship, but an obscene shared existence. No helmet, all tears. From concept to production, the “Refined Beast” took Suzuki ten years to perfect. Fast-forward to the year <cough> 2021, and I get a call from the editor at MO. “Yo Miller, you wanna jet over to Utah to ride Suzuki’s new 2022 Hayabusa for their big North American launch?” “Suzuki?” I perk up. “Hayabusa?” My eyes focus in. “You’re asking me if I’d like to go and ride Suzuki’s most famous rocket ship, known to the world over as one of the fastest, most badass big bore motorcycles basically made to be obscene?” If it’s 2021, I must have made it past 30. So weird. F*ck yeah, I’m in. Of course, I’m in! A few days later I arrived in Utah and on day one, about a dozen of us rode the new Hayabusas up through some beautiful mountains near Salt Lake City. The first thing I noticed was the number of people that would gawk at these 1340cc “Refined Beasts” and how many of them had the gall to yell at us to “Slow down!” In all but one case we were just chugging along minding our own business. All 16,000cc’s worth, heh heh. Totally innocent. Up-to-no-good smirks ensued. The bike is handsome in person and reeks of quality, and for me, it’s fair to say that this is the tidiest Suzuki street bike I’ve seen. I would never, ever want to scratch one. On the road, the power of the new engine pulls way down low then continues to build up zest upon gusto until finally unleashing this fury on top which gives the impression it’s inviting you to participate in the bending of your reality from a wispy Sunday ride to an intoxicating blur. It gets off on it, I think. Reliably and often. It’s ridiculous how good this bike works on the roads with its silky strong mid-range and sporty but comfortable ergos. At no point on the street did the bike feel heavy or out of sorts. It felt instead like there was this balanced dance going on between the bike’s 50:50 weight distribution, the electronically controlled ride-by-wire system and its power delivery modes. The analog KYB suspension felt compliant, the bi-directional quick shifter and gearbox worked like butter, and the top shelf Brembo calipers combined with a latest six-direction, three axis IMU from Bosch worked well in concert with an accompanying ABS unit, also from Bosch. The rubber floating handlebars and footrests were nearly without vibration, and the ride on the whole could be described as dead smooth. The Brembo Stylema calipers are the company’s latest greatest street monoblock; lightweight, self-cooling, and they use popular brake pads. The 2022 Suzuki Hayabusa is not a nimble GSX-R1000, nor is it trying to be. As a matter of fact, the nimble flagship GSXR is over 100 lbs lighter than the ‘Busa. But the Hayabusa has more in common with a luxury supercar than a buzzy, anemic Superbike. The second of the two days was spent at the Utah Motorsports Campus; or, the artist, I mean, circuit formerly known as Miller Motorsports Park…no relation. Cool track with loads of fast sweepers, hard-ish braking zones, and a 7th of a mile front straight – which in reality is longer than it sounds. The perfect playground to test the revamped Hayabusa. The Bridgestones never faltered no matter how hard they were pushed. Check out the perfect orange peel, bragging on its serious grip (and stuff). Every time I pushed the Suzuki to faster and more aggressive heights, it responded just like it did on the roads; poised and uniform. The brakes were quite adequate right up to the point where I didn’t want to push the envelope of trail-braking any further. The front lever at that point would start obnoxiously “growing” away from the handlebar, which I was told from the ABS kicking in more forcefully. One thing I really appreciated was how the rear brake remained independent from the front when only the rear brake lever was applied. The front brake lever would link lightly with the rear, but it never felt intrusive or unwanted. Actually, with a bike of this size and power, it was helpful. The ground clearance was much better than I anticipated and the top speed down the front straight saw me consistently eclipsing 175mph, indicated. It’s not a hundred pound scooter, for certain, but it feels balanced and poised. ABS, linked braking, TC, and power modes by Bosch worked very well. Speaking of high-speed, the aerodynamics on this flying fortress was the best I can recall, and I’ve ridden several dozens of bikes right up to and beyond 200 mph. Suzuki claims the Hayabusa enjoys one of the greatest drag coefficients amongst all street legal motorcycles, and I believe it. This ol’ girl cuts straight through the atmosphere like a samurai sword eviscerates a watermelon. It does such a good job at it, in fact, that I kept being lured into a false sense of security – each time I popped out from behind the bubble at 178mph to brake late (the bike wanting to continue accelerating), I’d damn near get blown off the machine. It never seemed like I was going as fast as I was when in a full tuck. It was kind of ridiculous. Suzuki asserts the 2022 Hayabusa has among the lowest drag coefficient of any street bike. Another prop I have to give for the Suzuki’s engineers is how they kept the only objects protruding into oncoming air being the mirrors. The turn signals, for example, have been kept flush within the bodywork. Even the headlights have been stacked vertically to allow the greatest aerodynamics as well as maximum ram air intake volume. It’s a sleek design that would make even a Peregrine Falcon proud. This bird of prey, which is the fastest animal on earth, has been known to reach over 200mph in a dive to catch its lunch. The Hayabusa is named after it. One gadget on the motorcycle that I could personally live without is the Hayabusa’s highly touted launch control function. The system holds the RPM steady electronically as you feed the clutch out manually. I did however use the heck out of the cruise control when we were on the highway and it worked awesome. I could speed up and slow down for long lengths of time just by toggling my left thumb forward and back. It became a different riding experience entirely, which doesn’t happen everyday. Navigating through the menu was straight forward and I must say ‘quick’. Every additional change I initiated snapped into place without a lag, digitally speaking. The TFT at the center of the two analog gauges was useful and easy to modify its information. There was an interesting artificial horizon and digital gimbal option that displayed both throttle position and brake pressures in real time, which I assumed was fun to watch, but how could I? I’m frigging riding? Like my momma always said to me, “You’re stupid and you’re ugly.” The wide sweeping gauges are old-school-easy to glance at, while the center TFT can display a gamut of adjustable information which includes an artificial horizon for when you take off. The Hayabusa comes with a rather cool and super-efficient Computer Area Network (CAN) type wire harness which manages all of the bike’s gobs of data between the Suzuki Intelligent Ride System (S.I.R.S.) – Engine power modes, TC, WC, quick shifter, cruise control, linked braking, ABS, etc. – whilst using only a limited number of actual wires. The harness works as a network instead of normal more complex setups we’re used to, which are slower and in the end much heavier. Vast numbers of electronic signals can pass each other at the same time by employing numerous different frequencies, which also aids in the rapid response of everything electrical. The higher the speeds in which all of these gizmos and toys can respond, the lower their latencies get, the more responsive and tactile the experience of riding these newest bikes will be. The proprietary Bridgestone S22’s worked great on the roads and took one hell of a beating on the short circuit and never bitched back at me, and I was really trying to piss them off. They weren’t havin’ it. These proprietary Bridgestone S22’s look fast just sitting there. They were fast on the race track, too. So, in conclusion, I didn’t know what to expect when getting into this 2022 Suzuki Hayabusa test. I’ve never been one to sit around a garage and clean a bike all weekend. But I’d sit around and clean this bike if I owned one. When you see one in person, you’ll know what I mean. But usually, I’d rather be riding them full tilt – ever since that first GS1100E robbed me of my innocence and taught me everything it’d expect me to do. When it first invited me to bend my reality. These ultra-fast comfortable motorbikes can become life-changers, if you’re not careful. Having this kind of capacity at the tips of your fingers and the ability to accelerate yourself across the surface of the earth with such reliability and composure is kinda mental if you ponder on it. This should be mentioned, as I’m sure the engineers at Suzuki were sure to realize after developing this 1340cc over the last ten years. I’m just happy to still be here to enjoy these terrific inventions, to ride and compare these two co-conspirators, which were conceived some 40 years apart. Crazy shit. Thank you Motorcycle.com. And thank you Suzuki engineers. 2022 Suzuki Hayabusa + Highs Still blisteringly fast Modern electronic rider aids Supremely stable at speed – Sighs Brembo Stylema calipers “adequate?” 582 pounds isn’t light Still blisteringly fast (be careful out there) 2022 Suzuki Hayabusa Specifications MSRP $18,599 Engine Type 1340cc liquid-cooled inline-Four cylinder, DOHC, four valves per cylinder Bore and Stroke 81mm x 65mm Compression Ratio 12.5:1 Claimed Horsepower 187.75 hp @ 9,700 rpm Torque 110.64 lb-ft @ 7,000 rpm Transmission 6-speed constant mesh Final Drive Chain Front Suspension 43mm inverted KYB fork with spring preload, rebound and compression damping adjustability Rear Suspension Single shock with spring preload, rebound and compression damping adjustability Front Brake Dual radial-mounted four-piston calipers with 320mm discs Rear Brake Single-caliper 260mm disc Front Tire 120/70ZR17 Rear Tire 190/50ZR17 Rake/Trail 23.0°/3.54 inches Wheelbase 58.3 inches Seat Height 31.5 inches Curb Weight (Claimed) 582 pounds Fuel Capacity 5.3 gallons Become a Motorcycle.com insider. 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If you believe the conventional wisdom of our forum moto-trolls, a motorcycle must be full-sized, fast AF, have the range of a WWII Dornier 217 medium bomber and price tag of a 1980 Suzuki GS850 to have any hope of success, much less being a sales leader. Based on that, what model do you think Öhlins suspension, the high-end, race-focused Swedish company, likely sell the most cartridge kits and shocks for? The GSX-R? Ninjas? Ducati Superbikes? Nope. It’s the lowly Honda Grom 125, according to an off-the-cuff and unverified comment made by Honda’s Colin Miller. And I believed him, because at the remarkably well-attended Barber Small Bore bike show in Leeds, Alabama, it seemed like every Grom there was outfitted with ümlautty, gold-anodized goodness. And why not? At just $850 for the cartridge kit and shock, it’s a little hint into why this pudgy little critter, with its 12-inch wheels and 10 horsepower, Kennedy-era engine, is so popular. Since 2014, Honda has sold 750,000 Groms worldwide. It’s not surprising that over 50,000 are sold each year in Thailand (where the Grom is made), but when Colin told us US Honda dealers roll “eight to ten thousand” of these annually (making the US the number-two market), it got the journalists gathered in a conference room at Barber Motorsports Park to rouse themselves from their pulled-pork comas and even gasp a bit. Those are numbers that likely make the Grom one of the best-selling street motorcycles in America, which was “a little bit of a surprise” according to Miller. In 2014, it was a success from the start, and much of that success is due to the enthusiastic community that’s grown around it. It’s not just a rich aftermarket – you can get anything for this bike, from race bodywork and aluminum swingarms to turbo (!) kits – but also a large and supportive community, with meetups and events year-round and just about everywhere in the US. That’s likely why Honda chose to unveil its updated 2022 model at the 2021 Barber Small Bore event. Honda wanted to show off this collection of Grom enthusiasts, but it also wanted to highlight the changes made to the 2022 model (it’s already been introduced in Europe for 2021). Honda wanted to build on the bike’s best qualities: low operating (and purchase) cost, ease of maintenance and use for new riders and customizability. The motor is where the biggest changes are. It’s now an even longer-stroke motor, with a 50mm bore and 63.1mm stroke (from 52.4 by 57.9 mm) and zestier 10:1 compression ratio (from 9.3:1). The transmission gets a fifth gear so it can fully utilize the new 38-tooth rear sprocket and have a broader spread of power. And now, after many eons without one, there’s a cartridge-style oil filter so you don’t have to remove the side cover to clean the oil spinner, just in case you knew it even had an oil spinner. That should make it easier for new riders to learn simple maintenance tasks. An oil filter! Praise the Lord. There’s also a sight glass, also a new feature. The manual calls for oil changes every 4,000 miles – seems a long interval for a mere quart capacity. There are also changes to the styling, brakes, fuel tank and seat. The bodywork is now easier to remove, with six big screws on each side, and the gas tank gets an extra .14 gallons, for a 1.59-gallon capacity. Hey! No snickering! At roughly 100 mpg, that’s an extra 14 miles of range, and the seat is thicker and flatter to help you endure those extra miles. The suspension is unchanged, but the two-piston 220mm front brake now offers upgraded front ABS, complete with IMU that detects pitch to proportion braking when the rear wheel is light or off the ground. Also for the new riders is a gear-position indicator built into the new LCD display that also shows fuel level, fuel used, MPG and dual tripmeters. Look at that! A gear position indicator! It also tells you mpg – Author saw 108. I’ve made snide jokes about Alabama in these pages, and I regret it, especially after browsing through a bewilderingly vast 130-pump gas station and convenience store called Buc-Ees (that sells eight-gallon propane deep fryers in its foyer) and sampling moonshine with Barber Small-Bore organizers Kevin and Greg (from Grom parts retailer MNNTHBX) and eating enough pulled pork to de-kosher most of Tel Aviv. And that was just Friday. Saturday was looking like a good day. And it was. Seriously, I’ve never had as much fun at a new-model launch, and I’ve been to about 60 of them. We started with a 50-mile street ride on mostly rural (and Alabama is rural) backroads. The 2022 was everything I remember from the 2014 Grom – quick handling (no surprise, as the bike’s claimed weight is 227 pounds wet), easy to ride and really, really slow. Getting to 45 is no problem, but after that it’s a chore to get to the straight-and-level top speed of 55 (indicated). Is fetching, no? The Pearl White, with its oh-so-80s tricolor scheme, will set you back $3,499, $100 more than the Matte Black Metallic or Queen Bee Yellow, but $100 less than the Candy Blue, which features an IMU-equipped ABS front brake. But that’s why it was so fun – I spent most of my time trying to keep the other journos from drafting me and then passing on long downhills, where I briefly saw over 70 mph on the speedometer. Who was first was determined by who was boldest with the brakes and smartest with wind management. I still don’t understand how a certain writer, who resembles Jemaine from Flight of the Conchords and presents more surface area as well as mass, was able to slipstream past me multiple times. For street riding, especially at lower speeds, the Grom gives up little to larger bikes. Even though it’s non-adjustable, the front and rear shocks do the job and keep the wheels on the ground, and the bike didn’t feel wobbly or underdamped in even high-speed turns. I was surprised at the effectiveness of the brakes, but with just 227 pounds to slow, a single finger is fine for most jobs. And it is slow, but for city riding and quiet, two-lane roads, it’s enough to get the job done Exhaust system is now two-piece, saving money and the catalytic converter. Back at the event, held in the parking lot of a proving-ground track on the sprawling Barber Motorsports campus, there were plenty of ways to test the Grom’s mettle for the rest of the day. There was drag racing (where again Jemaine bested me in five out of seven runs), a Gymkhana event – if you can’t stoppie a Grom you aren’t really trying, and if you can’t do a clutch wheelie this is the bike to learn on, and don’t forget about smokey burnouts and hackeys, all made stupid easy with that comical 47.2-inch wheelbase – and a muddy, rutted hare scrambles sort of thing called the Creek Bottom Classic. Honda Media guy and former Cycle World staffer Ryan Dudek was a ringer, handily beating any number of modified minis in the opening heat of the Creek Bottom Classic on this bone-stock 2022. Author crashed on the first lap and decided to spend the rest of the event singing with the mariachi band. There was also a hill-climb event, all followed by several epic (and some may say overly aggressive) parade laps of the main Barber circuit with what looked like about 100 minimotos of all descriptions, including a stretched and lowered two-stroke scooter that looked like it was constantly crashing. My favorite part of the day – maybe even the year – was the small roadrace course set up by Sportbike Tracktime. The track was big enough to really practice technique—there was even Daytona-style banking – but small enough that the motor’s paltry output wasn’t a bother, enough to keep me ahead of all the other journalists (suck it, Jemaine!) on the track and even ahead of many of the modded bikes. That’s where I found the bike’s limits, scraping both the footpeg feelers and exhaust in the tightest turns, but the Vee rubber tires and small-but-mighty brakes didn’t let me down. After dragging bits I looked for an adjuster on the shock – and that’s when I realized practically everyone at the event had Öhlins suspension. “Groms are not cheap – they’re a giant money pit,” exclaimed not-small Grom owner Joshua Kelley. He’s put 14,000 miles on his 2020 model, sometimes riding 440 miles in a day. His bike was nicely worked over, with engine mods giving him a true 13 hp at the back wheel, allowing him to cruise at 65 mph all day long. Still, one rider’s money pit is another rider’s change found in the couch cushions; a complete 200cc big-bore kit, with ported head and high-compression piston can be had for about $1,500 and $1,700 gets you a turbocharger. But it all adds up, and I can easily see dropping $10,000 on my perfect Grom, at which time I’m hoping someone will stage an intervention and place me in a conservatorship. I wound up putting about 120 miles on my Grom that day, including street, racetrack, dirt (what?) and dragstrip. Not a lot for a full-sized street bike, but they were quality miles that wanted for a dull moment. At a time when younger riders seem to be seeking a lower-cost, lower-tech, more fun motorcycling experience, the Grom – and its family of other minis – expertly delivers. 2022 Honda Grom + Highs Riding position suitable for all sizes of rider So easy to ride… Good, cheap fun – Sighs Oh God just make it a 150cc for the USA already You will get arrested if you ride this like you want to So many things to buy for it… In Gear Helmet: Sena Outrush Jacket: Icon Akromont Airbag: 10 pounds of internally mounted pulled pork Gloves: Akin Ghost Boots: MOMODesign Firegun 3 Air 2022 Honda Grom Specifications MSRP $3,399 (Matte Black, Queen Bee Yellow) $3,499 (Pearl White) $3,599 (Candy Blue ABS) Engine Type 4-stroke, Single, OHC, 2-valve, air-cooled Displacement 123.9cc Bore x Stroke 50.0 x 63.1mm Compression Ratio 10.0:1 Fuel System PGM-FI with automatic enrichment Ignition Electronic Transmission 5-speed Final Drive Sealed chain Frame Type Tube Steel Front Suspension 31mm telescopic inverted fork; 3.9 inches of travel, no adjustment Rear Suspension Single shock with steel box-section swingarm; 4.1 inches of travel, no adjustment Front Brakes Single 220mm disc with hydraulic dual-piston caliper, Available IMU-equipped ABS (Front only) Rear Brakes Single 190mm disc with hydraulic single piston caliper Front Tire 120/70-12 Rear Tire 130/70-12 Rake/Trail 25.0°/3.3 in Overall Length 82.1 Overall Width 29.5 Overall Height 46.7 Ground Clearance 5.3 Seat Height 32.9 in Curb Weight 227 lb (claimed) Fuel Capacity 1.59 gal Wheelbase 47.2 Special Features Gear position indicator, passenger pegs, one free trip to salad bar (no pudding) Color Choices Pearl White / Matte Black /Queen Bee Yellow / Pearl White Warranty 12 Month Unlimited Mileage Limited Warranty We are committed to finding, researching, and recommending the best products. 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With the Aprilia Tuono 660 and Triumph Trident 660, we’ve got two brand new middleweight nakeds on the market this year, entering what was already a pretty good field with the Honda CB650R, Kawasaki Z650, Suzuki SV650, and the Yamaha MT-07. Obviously, this calls for us to put all six motorcycles together in a shootout. John, Troy and Ryan have been putting these middleweight naked bikes to the test, with Evans taking photos and Sean shooting video in preparing this six-model comparo. Of course, with me more than 2,000 miles away up in Toronto, I get the much less exciting task of comparing these middleweights on the spec sheet. I’m not bitter. At least I have the Stanley Cup playoffs to look forward to… dammit. All right, let’s get this over with (still not bitter). Engine Most of the field is powered by Twins except for the Honda CB650R’s Inline-Four and the Triumph Trident 660’s Triple. The term “middleweight” doesn’t mean the same as it used to. With the bigger bikes now pushing into the 1200-ish range, the middleweight class has grown to cover a wide range of displacements. Just look at our middleweight adventure shootout earlier this year featuring bikes ranging from 689cc to 889cc. Thankfully, for this shootout, we’re able to wrangle six contenders that are relatively close in engine displacements, ranging from 645cc to 689cc. At the low end, we have the 645cc Suzuki SV650, with the Honda CB650R and Kawasaki Z650 only slightly larger at 649cc. We then have the Aprilia Tuono 660 and Triumph Trident, the two newest models in this shootout, coming in at around 660cc. The Yamaha MT-07 tops this competition with a 689cc displacement, but the overall gap between the largest and smallest engines is pretty narrow. The Tuono’s 659cc Parallel-Twin is derived from Aprilia’s V4 engine. Among our six battlers, half of them are powered by Parallel-Twins in the Aprilia, Kawasaki and Yamaha. The SV650 mixes it up a bit with a V-Twin configuration, but then we have the three-cylinder Trident and the CB650R’s Inline-Four. Putting all six bikes on a dynamometer, we start to see some separation between the engines. The Tuono 660 produced the most power with 84.6 hp at 10,500 rpm. At the low end, we have the Kawasaki Z650 with just 61.4 hp at 8100 rpm. Both are Parallel-Twins, with just 10cc separating them, but the Aprilia overpowers the Kawasaki, thanks to its higher rev limit and a significantly higher compression ratio (13.5:1, easily tops in this competition, but much higher than the Z650’s 10.8:1). The SV650 and MT-07 all hover around 70 hp, with the Trident a little higher at 72.3 hp, which further shows how much a disadvantage the Z650 has in this comparison. The CB650R produced the second highest horsepower with 81.9 hp, but you had to get close to its rev limit to get there. In the midrange, from 5,000 rpm to 8,000 rpm the Honda was at the bottom of the pack before it finally caught up. Though it produced the second lowest peak, the MT-07 offers more power of all six bikes up until around 8,300 rpm. It was a similar story on the torque curve, with the CB650R having a big dip in the midrange, but this time it wasn’t able to outrun the competition, peaking at 42.1 lb-ft. at 8500 rpm. The Trident, SV650 and Z650 were all fairly close in the midrange while the Tuono 660 didn’t catch up until around 8000 rpm. The Yamaha MT-07 produced far and away the most torque for most of the rev range, peaking with 48.7 lb-ft. at 6300 rpm. Engine Aprilia Tuono 660 Honda CB650R Kawasaki Z650 ABS Suzuki SV650 Triumph Trident 660 Yamaha MT-07 Engine Type 659cc liquid-cooled, Parallel-Twin, DOHC, four valves per cylinder 649cc liquid cooled Inline-Four, DOHC; four valves per cylinder 649cc liquid-cooled Parallel-Twin, DOHC, four valves per cylinder 645cc liquid-cooled, 90˚ V-Twin, DOHC, four valves per cylinder 660cc liquid-cooled, Inline 3-cylinder, DOHC, four valves per cylinder 689cc liquid-cooled Parallel-Twin, DOHC, four valves per cylinder Bore and Stroke 81mm x 63.9mm 67mm x 46mm 83.0mm x 60.0mm 81.0mm x 62.6mm 74.0mm x 51.1mm 80.0mm x 68.6mm Compression Ratio 13.5:1 11.6:1 10.8:1 11.2:1 11.95:1 11.5:1 Horsepower 84.6 hp at 10500 rpm 81.9 hp at 10800 rpm 61.4 hp at 8100 rpm 70.7 hp at 8600 rpm 72.3 hp at 10300 rpm 70.0 hp at 8500 rpm Torque 44.4 lb-ft. at 8800 rpm 42.1 lb-ft. at 8500 rpm 43.5 lb-ft. at 6900 rpm 44.5 lb-ft. at 8100 rpm 42.8 lb-ft. at 6400 rpm 48.7 lb-ft. at 6300 rpm Transmission Six-speed with Aprilia Quick Shift up-and-down system and assist & slipper clutch Six-speed, assist & slipper clutch Six-speed, return shift Six-speed, constant mesh Six-speed,assist & slipper clutch 6-speed; wet multiplate clutch Final Drive Chain Chain Sealed chain Chain X-ring chain Chain Chassis The Aprilia Tuono 660 stands out from this field with its aluminum frame. The other five motorcycles have steel frames. The Z650, SV650, MT-07 and Trident each use tubular steel frames while the CB650R uses a twin-spar steel frame. The Tuono stands out with both its frame and swingarm made of die-cast aluminum. The Kawasaki, Suzuki and Yamaha each use 41mm telescopic forks. The Triumph and the Honda are equipped with inverted Showa Separate Function Forks, but the CB650R gets the slightly better Big Piston version. Aprilia equipped the Tuono with a Kayaba fork, the only one of the bunch with adjustable rebound and spring preload. The Tuono and MT-07 offer adjustable rebound damping and spring preload on the rear suspension. The rest offer only preload adjustment. The CB650R is equipped with radial-mount four-piston calipers and a Showa Separate Function Big Piston fork. All six bikes offer dual front disc brakes and ABS as standard, but there are still different levels of brake quality. On the lowest tier, we have the Z650 and Trident using two-piston front calipers. The SV650 and MT-07 offer a step up with four-piston calipers, while the CB650R adds radial mount calipers. The Tuono goes the extra step with a radial master cylinder and steel-braided brake lines (the Trident also has steel-braided lines). The Aprilia is also the only one that offers an optional IMU which enables cornering ABS (our test bike is equipped with this $400 option). Chassis Aprilia Tuono 660 Honda CB650R Kawasaki Z650 ABS Suzuki SV650 Triumph Trident 660 Yamaha MT-07 Frame Die-cast aluminum frame and swingarm Twin-spar steel diamond frame with pressed aluminum swingarm plates Steel trellis frame Steel trellis frame Tubular steel perimeter frame Steel trellis frame Front Suspension Kayaba 41mm upside-down fork, adjustable for rebound, and spring preload on a single stanchion. Wheel travel 4.3 inches (110mm) Separate Function Big Piston 41mm inverted Showa fork; 4.25 inches of travel 41mm telescopic fork; 4.9 inches of travel 41mm telescopic, coil spring, oil damped; 4.9 inches of travel Showa 41mm upside down separate function forks (SFF); 4.7 inches of travel 41mm telescopic fork; 5.1 inches of travel Rear Suspension Aluminum swingarm with asymmetrical trusses. Monoshock with adjustable rebound and spring preload. Wheel travel: 5.1 inches (130mm) Showa single shock with adjustable preload; 5.04 inches of travel Horizontal back-link with adjustable preload, swingarm; 5.1 inches of travel Link type, single shock, coil spring, oil damped with adjustable preload; 2.5 inches of travel Showa monoshock RSU, with preload adjustment; 5.3 inches of travel Single shock, adjustable preload and rebound damping; 5.1 inches of travel Front Brake Dual radial-mounted Brembo calipers with four 32mm pistons. 320mm discs. Radial master cylinder and steel braided brake lines with Cornering ABS (when equipped with the optional IMU) Dual 310mm discs with radial-mount four-piston calipers; ABS Dual 300mm petal-style discs with two-piston calipers, ABS Dual, 4-piston calipers, twin disc, ABS-equipped Nissin two-piston sliding calipers, twin 310mm discs, ABS Dual four-piston calipers, 298mm hydraulic disc; ABS Rear Brake Single Brembo caliper with two 34mm pistons. 220mm disc with Cornering ABS (when equipped with the optional IMU) Single 240mm disc; ABS Single 220mm petal-style disc, ABS Single, 1-piston caliper, single disc, ABS equipped Nissin single-piston sliding caliper, single 255mm disc, ABS 245mm hydraulic disc; ABS Front Tire 120/70-17, radial, tubeless 120/70-17 120/70 ZR17 120/70 ZR17 (58W), tubeless 120/70 R17 120/70 R17 Rear Tire 180/55-17, radial, tubeless 180/55-17 160/60 ZR17 160/60 ZR17 (69W), tubeless 180/55 R17 180/55 R17 Dimensions The Kawasaki Z650’s minimal trellis frame helps contribute to its relatively low weight. Measuring all six bikes on the MO scales, the Tuono comes in the lightest at just 401 pounds (with the caveat that it was the only one we weighed without mirrors). The MT-07 wasn’t far behind at 406 pounds, followed by the Z650 at 412 pounds. The Trident’s 427 pounds looks relatively porky, but our unit was equipped with accessory grab rails and engine protectors. Even then, it’s still lighter than the 438-pound SV650 and 443-pound CB650R. The SV650 offers the lowest seat height at just 30.9 inches, followed by the Z650’s 31.1-inch saddle height. The Trident and MT-07 offer identical 31.7-inch seat heights, with the Honda slightly higher at 31.9 inches. The Aprilia offers the highest perch at 32.3 inches. That’s nearly an inch and a half higher than the SV650’s seat. The Suzuki SV650 has the lowest seat height of the six at just 30.9 inches. Dimensions Aprilia Tuono 660 Honda CB650R Kawasaki Z650 ABS Suzuki SV650 Triumph Trident 660 Yamaha MT-07 Rake 23.9° 32° 24.0° 25.0° 24.6° 24° 50′ Trail 4.1 in. 4.0 in. 3.9 in. 4.2 in. 4.2 in. 3.5 in. Wheelbase 54.3 in. 57.0 in. 55.5 in. 56.9 in. 55.2 in. 55.1 in. Seat Height 32.3 in. 31.9 in. 31.1 in. 30.9 in. 31.7 in. 31.7 in. Curb Weight (Measured) 401 lbs. (without mirrors) 443 lbs. 412 lbs. 438 lbs. 427 lbs. 406 lbs. Fuel Capacity 3.9 gal. 4.1 gal. 4.0 gal. 3.8 gal. 3.7 gal. 3.7 gal. Price The MT-07 is a perennial pick for our Best Value MOBO awards. Looking at the specs sheet, it comes as no surprise with its premium components that the Aprilia Tuono 660 has the highest Manufacturer Suggested Retail Price at $10,499. That’s over a grand more than the second priciest, the $9,199 Honda CB650R. The Trident is next at $8,095, which also makes it the least expensive bike in Triumph’s entire lineup. In this group, however, it falls in the middle above the MT-07 ($7,699), SV650 ($7,499) and Z650 ($7,749). So, which of these naked middleweight motorcycles is the best? On paper, we can make some assumptions, but we’re going to have to wait for the testing to be done to find out. Specifications Aprilia Tuono 660 Honda CB650R Kawasaki Z650 ABS Suzuki SV650 Triumph Trident 660 Yamaha MT-07 MSRP $10,899 (with $400 optional IMU) $9,199 $7,749 $7,499 $8,095 $7,699 Engine Type 659cc liquid-cooled, Parallel-Twin, DOHC, four valves per cylinder 649cc liquid cooled Inline-Four, DOHC; four valves per cylinder 649cc liquid-cooled Parallel-Twin, DOHC, four valves per cylinder 645cc liquid-cooled, 90˚ V-Twin, DOHC, four valves per cylinder 660cc liquid-cooled, Inline 3-cylinder, DOHC, four valves per cylinder 689cc liquid-cooled Parallel-Twin, DOHC, four valves per cylinder Bore and Stroke 81mm x 63.9mm 67mm x 46mm 83.0mm x 60.0mm 81.0mm x 62.6mm 74.0mm x 51.1mm 80.0mm x 68.6mm Compression Ratio 13.5:1 11.6:1 10.8:1 11.2:1 11.95:1 11.5:1 Horsepower 84.6 hp at 10500 rpm 81.9 hp at 10800 rpm 61.4 hp at 8100 rpm 70.7 hp at 8600 rpm 72.3 hp at 10300 rpm 70.0 hp at 8500 rpm Torque 44.4 lb-ft. at 8800 rpm 42.1 lb-ft. at 8500 rpm 43.5 lb-ft. at 6900 rpm 44.5 lb-ft. at 8100 rpm 42.8 lb-ft. at 6400 rpm 48.7 lb-ft. at 6300 rpm Transmission Six-speed with Aprilia Quick Shift up-and-down system and assist & slipper clutch Six-speed, assist & slipper clutch Six-speed, return shift Six-speed, constant mesh Six-speed, assist & slipper clutch 6-speed; wet multiplate clutch Final Drive Chain Chain Sealed chain Chain X-ring chain Chain Frame Die-cast aluminum frame and swingarm Twin-spar steel diamond frame with pressed aluminum swingarm plates Steel trellis frame Steel trellis frame Tubular steel perimeter frame Steel trellis frame Front Suspension Kayaba 41mm upside-down fork, adjustable for rebound, and spring preload on a single stanchion. Wheel travel 4.3 inches (110mm) Separate Function Big Piston 41mm inverted Showa fork; 4.25 inches of travel 41mm telescopic fork; 4.9 inches of travel 41mm telescopic, coil spring, oil damped; 4.9 inches of travel Showa 41mm upside down separate function forks (SFF); 4.7 inches of travel 41mm telescopic fork; 5.1 inches of travel Rear Suspension Aluminum swingarm with asymmetrical trusses. Monoshock with adjustable rebound and spring preload. Wheel travel: 5.1 inches (130mm) Showa single shock with adjustable preload; 5.04 inches of travel Horizontal back-link with adjustable preload, swingarm; 5.1 inches of travel Link type, single shock, coil spring, oil damped with adjustable preload; 2.5 inches of travel Showa monoshock RSU, with preload adjustment; 5.3 inches of travel Single shock, adjustable preload and rebound damping; 5.1 inches of travel Front Brake Dual radial-mounted Brembo calipers with four 32mm pistons. 320mm discs. Radial master cylinder and steel braided brake lines with Cornering ABS (when equipped with the optional IMU) Dual 310mm discs with radial-mount four-piston calipers; ABS Dual 300mm petal-style discs with two-piston calipers, ABS Dual, 4-piston calipers, twin disc, ABS-equipped Nissin two-piston sliding calipers, twin 310mm discs, ABS Dual four-piston calipers, 298mm hydraulic disc; ABS Rear Brake Single Brembo caliper with two 34mm pistons. 220mm disc with Cornering ABS (when equipped with the optional IMU) Single 240mm disc; ABS Single 220mm petal-style disc, ABS Single, 1-piston caliper, single disc, ABS equipped Nissin single-piston sliding caliper, single 255mm disc, ABS 245mm hydraulic disc; ABS Front Tire 120/70-17, radial, tubeless 120/70-17 120/70 ZR17 120/70 ZR17 (58W), tubeless 120/70 R17 120/70 R17 Rear Tire 180/55-17, radial, tubeless 180/55-17 160/60 ZR17 160/60 ZR17 (69W), tubeless 180/55 R17 180/55 R17 Rake 23.9° 32° 24.0° 25.0° 24.6° 24° 50′ Trail 4.1 in. 4.0 in. 3.9 in. 4.2 in. 4.2 in. 3.5 in. Wheelbase 54.3 in. 57.0 in. 55.5 in. 56.9 in. 55.2 in. 55.1 in. Seat Height 32.3 in. 31.9 in. 31.1 in. 30.9 in. 31.7 in. 31.7 in. Curb Weight (Measured) 401 lbs. (without mirrors) 443 lbs. 412 lbs. 438 lbs. 427 lbs. 406 lbs. Fuel Capacity 3.9 gal. 4.1 gal. 4.0 gal. 3.8 gal. 3.7 gal. 3.7 gal. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Middleweight Naked Spec Sheet Shootout appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/m_aQLCBqye4Source

Wretched excess meets diminished expectations as the world crawls from an economic crater, deals with Fukushima fallout, watches Obama hunt down Osama, and swoons over BMW’s new 6-cylinder. These were the Top 10 Motorcycles of 2011. Shirley it’s all downhill from here? The 10 most Interesting new motorcycles you need to know about By Kevin Duke/Staff Dec. 23, 2010 Now that Germany’s Intermot show and Italy’s EICMA exhibition are over, we’ve got a clear idea of the motorcycles that will be introduced over the next 12 months. Although the number of new models isn’t as large as we’re accustomed to seeing at this time of the year, the sheer diversity of new bikes is inspiring.This crop of 2011 and 2012 offerings shows an almost unparalleled variety and further category fracturing and blending. We’re on tap to receive three cool entry-level, small-displacement sportbikes, an Italian power cruiser, a bleeding-edge Japanese literbike and the first inline 6-cylinder motorcycle engine we’ve seen in decades, among many other noteworthy machines. For this article, we’ve whittled down a list of our 10 most anticipated bikes we’ll see in 2011. In alphabetical order… Aprilia Tuono V4R http://www.motorcycle.com/gallery/gallery.php/d/271120-2/Hot-Bikes-Aprilia-Tuono-V4R-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWe love Aprilia’s V-Four engine, so we’re pleased to see it used in the new Tuono V4R. Aprilia is on the gas for 2011, giving us several strong possibilities for selection to our list, including the sporty tiddler RS4 125. Parent company Piaggio, like Euro rivals Ducati, Triumph and BMW, continues an unabated stream of new product while Japanese brands are being much more cautious. http://www.motorcycle.com/gallery/gallery.php/d/271126-1/Hot-Bikes-Aprilia-Tuono-V4R-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTItalian sex appeal. In our selection process for this list, we had some votes for two new versions of the ultra-desirable RSV4 sportbike. If you have to wonder why this is exciting then you may not have paid attention to a) Motorcycle.com and/or b) World Superbike racing this year. Veteran road racer Max Biaggi scored 10 race wins on the way to the 2010 World Superbike Championship and the Manufacturer’s title at the helm of an RSV4. And earlier this year we picked the RSV4 Factory as the winner of the first part of our 2010 Superbike Shootout. Now comes the APRC SE version to sweeten the RSV4 Factory pot with the addition of traction control, wheelie control, launch control and a quick shifter, which you can find out more from our Euro correspondent’s First Ride review. Aprilia went and made one of our favorite literbikes of all time even better! It will retail for $22,499 when it arrives on our shores mid-2011. And if you really have extra coin burning a hole in your pocket and you must ride like Max, Aprilia offers a WSBK-spec, 200 hp race-ready Biaggi Replica for the paltry sum of $64,000. Yet it’s the new Tuono V4R that really gets out blood pumping. The previous version with its liter-sized V-Twin is one of our all-time favorite nakeds, with a composed chassis, edgy Italian styling, and all-day-comfy ergos. Aprilia has now graced the Tuono with a retuned version of the compact but potent V-4 powering the RSV4, rated at an exciting 162 crankshaft horsepower. The V4R Tuono will also be available with the APRC (Aprilia Performance Ride Control) package that uses gyros and accelerometers to control traction, wheelies and launches. “Although it’s just a paper lion at the moment,” Pete comments, “the all-new Tuono V4R has me salivating like no other new bike announced for the coming season.” Unfortunately, the V4R isn’t scheduled to hit North America until early 2012 at a price still to be determined. You can read more about it here. Related Reading 2011 Aprilia RSV4 Factory APRC SE Review INTERMOT 2010: Aprilia RSV4 Factory APRC SE Aprilia RSV4 Biaggi Replica unveiled EICMA 2010: Aprilia RS4 125 Coming to US Aprilia Dorsoduro 1200 http://www.motorcycle.com/gallery/gallery.php/d/271020-2/Hot-Bikes-Aprilia-Dorsoduro-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTAprilia’s V-Twin heritage continues with the 1200cc Dorsoduro. We expect a 1200cc Shiver to emerge in 2011. As noted above, the old Tuono was our favorite offering from the Noale, Italy-based Aprilia, but the new V4R will lose the previous model’s 1000cc V-Twin character. However, twin-cylinder fans needn’t fret, as the 1197cc Dorsoduro steps in to fill that void. http://www.motorcycle.com/gallery/gallery.php/d/271027-1/Hot-Bikes-Aprilia-Dorsoduro-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe Dorsoduro’s new V-Twin packs the grunt we wished the 750 had. The 750cc Shiver and Dorsoduro are very appealing in their own right, yet performance from their three-quarter-liter V-Twins have been a little underwhelming. But after years of rumors about larger-displacement version of the same engine, Aprilia has finally delivered with the Dorsoduro 1200. The Max Dorso has already been introduced in Europe, and our correspondent Tor Sagen brought back a glowing review you can read here. Although no lightweight (at a stated 457 lbs dry), the Dorso 12 comes to the party with a claimed 130 crankshaft horses to give it midrange grunt the 750 can’t approach. The big Dorso’s appeal is also expanded with high-end features like traction control and optional ABS. “The Dorsoduro 1200 is all I ever wanted from the 750 that wasn’t there,” said Sagen after his ride. “The 1200 engine has got all that full richness I always look for in V-Twins. That sorted, the bike is now 100% pure fun.” Just as intriguing, this new 1200cc V-Twin will surely find its way into other Aprilia models. We anticipate a Shiver 1200 to be unveiled during 2011, and it’s possible the new powerplant may find its way into a pseudo adventure-tourer like Ducati’s weird but successful Multistrada. The only downside is that we’ll have to wait until mid-2011 until the Dorsoduro 1200 arrives in North America. MSRP is set at $11,999. Related Reading 2011 Aprilia Dorsoduro 1200 Unveiled 2010 Aprilia Dorsoduro 750 vs. Ducati Hypermotard 796 2010 Ducati Multistrada Review 2010 Oddball Sport-Touring Shootout: Ducati Multistrada vs Honda VFR1200F vs Kawasaki Z1000 BMW K1600GT and GTL http://www.motorcycle.com/gallery/gallery.php/d/271045-1/Hot-Bikes-BMW-K1600GT-GTL01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTA new 6-cylinder engine is at the core of BMW’s new K1600 series. BMW thrilled us with news of the first inline 6-cylinder motorcycle engine in almost 30 years, this one the centerpiece of a pair of high-end touring bikes. BMW says the undersquare 1649cc mill will produce a prodigious 129 ft-lb of torque at its peak, culminating in a 160-horse shove down the highway of your choice. http://www.motorcycle.com/gallery/gallery.php/d/271041-1/Hot-Bikes-BMW-K1600GT-GTL-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe K1600GTL packs big power and loads of comfort and convenience niceties. The sporty-ish K16GT will replace the 4-cylinder K1300GT, and the K1600GTL becomes the luxury-touring wagen of the reputable German brand. Both are available with a gamut of technology and luxury options, including electronically adjustable suspension, traction control, heated seats and grips, and multi-mode engine mapping, among a host of other options that should deliver a truly regal ride. And the engine sounds delicious, as we heard when we saw the K16 revealed at Jay Leno’s garage last month. “A six-cylinder motorcycle engine is a rare thing, no matter the era,” Pete notes. “But one from BMW promises high levels of refined technology and presumably lots of smooth power. Wrap that mill in a techy BMW chassis and all kinds of pushbutton electronic gadgetry, and the K16GT screams über-tourer.” Yet to be announced are the prices in America, but read here for Canadian pricing that starts at $24,100 for the GT. We’ll have to wait till April to sample the newest Six on the block. Related Reading 2011 BMW K1600GT Gets Canadian Pricing 2012 BMW K1600GT and GTL Six-cylinder Unveiled BMW Unveils New 6-Cylinder K1600GT and GTL K1600 Forum Ducati Diavel http://www.motorcycle.com/gallery/gallery.php/d/271050-1/Hot-Bikes-Ducati-Diavel-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTDucati intends to reach a new audience with the Diavel. Factory-rated at 162 horsepower, you’re sure to be at the front of the pack heading to the next roadhouse. Last year Ducati smacked us with an adventure-touring surprise in the form of the oddball Multistrada, which we’ve since tested and loved several times. For 2011, Ducati further expands its customer base with the Diavel, a weird new roadster built within the power-cruiser idiom. http://www.motorcycle.com/gallery/gallery.php/d/271056-1/Hot-Bikes-Ducati-Diavel-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTPirelli developed a new rear tire in conjunction with the Diavel, purported to offer sportier handling than any other 240mm tire. Despite the cruiser analogies, those at Ducati who have ridden the Diavel say it doesn’t really share any cruiser qualities. They promise a level of handling far beyond anything with a cruiser label, including a respectable 41-degree lean angle. And with a retuned version of the strong 1200cc V-Twin from the Multistrada, expectations are for a unique and stimulating ride. “Let’s see,” Pete muses. “A motorcycle with a claimed 162 hp and 94 ft-lbs joined by ABS, traction control, rider-selectable engine mapping, a slipper clutch and a monstrous 240mm rear tire from Pirelli. I like most cruisers, but I think I’ll like Ducati’s interpretation of a cruiser even more.” Diavel prices start at $16,995 when they hit dealers around March, 2011. Related Reading 2011 Ducati Diavel Review (Almost) EICMA 2010: Ducati Diavel and Monster EVO Unveiling 2011 Ducati Mega Monster Spy Shots! 2010 Oddball Sport-Touring Shootout: Ducati Multistrada vs Honda VFR1200F vs Kawasaki Z1000 Honda CB1000R http://www.motorcycle.com/gallery/gallery.php/d/271060-2/Hot-Bikes-Honda-CB1000R-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWith the CB1000R, Honda once again will offer a naked sportbike to American consumers. We love naked bikes around here. Their combination of sporty handling and power combined with day-to-day livable ergonomics ticks most of our boxes of what we look for from a motorcycle. The aforementioned Tuono is a good example, as is Kawasaki’s recent Z1000. With that in mind, we’re sure to enjoy Honda’s CB1000R, even if it’s been available since 2008 across the Atlantic badged as the Hornet. Its edgy and futuristic appearance looks advanced without being too outlandish. Its engine is derived from the previous CBR1000RR, detuned with smaller throttle bodies and lower compression to yield a claimed 123 crankshaft horsepower at 10,000 rpm, nearly matching the output of Kawasaki’s Z1000 and Ninja 1000 siblings. http://www.motorcycle.com/gallery/gallery.php/d/271066-1/Hot-Bikes-Honda-CB1000R-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe CB1000R comes to North America after enjoying sales success in Europe. Despite the 1000R’s retuned motor, it is no slow poke. Our Canadian correspondent says it was still pulling at an indicated 150 mph when he sampled it on a racetrack earlier this year. The CB’s chassis behavior was also judged to be good, as it uses an aluminum frame, a fully adjustable 43mm inverted fork, and a shock adjustable for rebound damping and spring preload. “Turn-in is quick enough to give the impression we were riding a middleweight roadster,” reported our Canuck tester. The CB1000R will arrive in American dealers this spring at a $10,999 MSRP. CBs destined for the U.S. will have standard radial-mount brakes, while Canadian versions will ship only with Honda’s Combined ABS, retailing for CDN$13,999 up north. “The bike ought to be a tremendously versatile, fun machine able to do anything from sport touring to track days,” Jeff predicts. “It ought to be a great model, and give a fight back to Kawasaki.” Related Reading 2010 Honda CB1000R Review 2010 Streetfighter Shootout: Kawasaki Z1000 vs. Triumph Speed Triple 2009 Streetfighter Comparison: 2010 Ducati Streetfighter vs. 2008 Benelli TnT 1130 2009 Streetfighters Shootout: Aprilia Tuono 1000 R, Buell 1125CR, Triumph Speed Triple 2008 Naked Middleweight Comparison: Triumph Street Triple 675 vs. Aprilia SL750 Shiver 2009 Naked Middleweight Comparison Honda CBR250R http://www.motorcycle.com/gallery/gallery.php/d/271070-2/Hot-Bikes-Honda-CBR250R-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWe’re glad to see Honda finally offering a sporty entry-level machine to the American market. Honda is well known for its refined products and superlative R&D efforts, but American Honda has neglected the entry-level segment in recent years. This changes for 2011, as a quarter-liter CBR sportbike will arrive in North America this spring. http://www.motorcycle.com/gallery/gallery.php/d/271076-1/Hot-Bikes-Honda-CBR250R-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTBuilding the CBR250R in Thailand helps keep its price down to just $3999. It’s powered by a fuel-injected 249.4cc single-cylinder engine with double overhead cams actuating four valves. A gear-driven counterbalancer should keep it smooth up to its 10,500-rpm redline. Peak power of 26 horses is said to come in at just 8500 rpm, with 17 ft-lb of torque arriving at 7000 rpm. This indicates a relatively broad and torquey powerband. For comparison, Kawasaki’s Ninja 250, which has had this class virtually to itself, makes its torque and horsepower peaks at 9500 and 10,250 revs, respectively. “I’m quite interested in Honda’s attempt to snatch away market share from Kawasaki’s venerable Ninja 250R,” Pete observes. “The CBR250R is powered by a Single, and so should produce a neat Thumper-style exhaust note and should also make good, grunty low-end power, all while looking like a larger, more upscale Honda sportbike.” The new CBR is clearly targeted at the Ninjette – Honda has set its MSRP at an identical $3999. Honda one-ups the Kawi by offering ABS, a $500 option, and standard fuel injection. We’ve already had the chance to spin some early miles on the littlest CBR, and we found there’s lots to like. “Is the CBR250R a Ninja 250R killer?” Jeff asked in our CBR250R review. “No. Is it solid competition? You bet. At this juncture, we can tell you it may not win a drag race with some other 250s, but it is a winner in its own right. I wish I had a bike this cool when I was starting out.” Related Reading 2011 Honda CBR250R 2011 Honda CBR250R Tech Review 2011 Honda CBR250R Coming to America 2010 Bennche Megelli 250R vs. Kawasaki Ninja 250R 2009 250cc Streetbike Shootout Kawasaki ZX-10R http://www.motorcycle.com/gallery/gallery.php/d/271080-1/Hot-Bikes-Kawasaki-ZX-10R-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTKawasaki’s new ZX-10R continues to grab headlines. Kawasaki has upped the ante in the literbike wars with the most technically advanced sportbike it’s ever created. Its traction-control system is not only highly sophisticated, it is also standard equipment and is the first high-performance TC to be fitted to a Japanese sportbike. A few weeks ago, lucky canine Pete came away from riding the new Ninja at Road Atlanta gushing about the transparent nature of the Sport-KTRC TC. “The system’s activation is notably seamless and not nearly as assertive as Ducati’s DTC,” he wrote in his First Ride review. He also praised its improved chassis and rippin’ 170-horse powerplant. And the MO staff agrees that this is one of the most attractive Ninjas ever. http://www.motorcycle.com/gallery/gallery.php/d/271086-1/Hot-Bikes-Kawasaki-ZX-10R-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe ZX-10R elicited no negative comments at its press launch at Road Atlanta. One caveat: Kawasaki recently placed a “technical hold” on ZX-10Rs, withdrawing shipped models from the market until it solves a still-undisclosed problem, rumored to be within the engine but not something that could cause catastrophic failure. Kawasaki is playing conservative with this issue, but you can bet they’ll have it sorted promptly. Anyway, you can’t buy a cheaper TC-equipped sportbike than the ZX, ringing in at $13,799. A racetrack-developed ABS system adds $1000 to the price. Although we still need to sample the 10R on the street and in the company of its rivals to judge its ultimate potency, we’re already believers in the potential of this exciting new literbike. Pete ended up his review warning the other Japanese brands: “Honda, Suzuki and Yamaha had better step up their game ASAP or risk a shrinking profile in the literbike wars.” Related Reading 2011 Kawasaki ZX-10R Technical Issue 2011 Kawasaki ZX-10R – 170 hp At The Wheel! 2011 Kawasaki ZX-10R Review 2011 Kawasaki ZX-10R Unveiled 2010 Literbike Shootout: RSV4 R vs S1000RR vs CBR1000RR vs ZX-10R MV Agusta F3 http://www.motorcycle.com/gallery/gallery.php/d/271130-2/Hot-Bikes-MV-Agusta-F3-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTMV Agusta’s F3 is endowed with a new 675cc three-cylinder motor. As with all MVs, it’s gorgeous. When it comes to understanding motorcycles, Italians perhaps do it better than any other nation. So when attendees at last month’s EICMA show in Milan were polled to find the “Most Beautiful Bike,” MV Agusta’s F3 was the easy winner, pulling in an extra 18 percentage points over the runner-up Ducati Diavel. http://www.motorcycle.com/gallery/gallery.php/d/271136-1/Hot-Bikes-MV-Agusta-F3-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWe’re expecting big things from MV’s new middleweight. It only takes a short glance at the F3 to realize it’s something special. Its chiseled styling makes for an immediately positive first impression, which is then underlined by a sexy single-sided swingarm and one of the coolest exhaust systems ever, a triple-pipe shorty outlet that is a symphony of design. Symphonic, too, should be the sound of the 675cc three-cylinder engine at full song. We’re huge fans of Triumph’s 675 Triple, both its sound and character, so we’ve got some high expectations for MV’s version. “I think the Triumph is such an excellent performer, and so a bike of the same displacement and intent from legendary maker MV Agusta could have as much or more potential as the Triumph,” Pete comments. “Bonus to the forthcoming F3 is MV’s promise of traction control for the sleek-looking Italian Triple.” “It will be an awesome middleweight scalpel, I bet you,” Jeff predicts. Related Reading EICMA 2010: MV Agusta F3 Revealed 2011 Triumph Daytona 675R Photos Leaked 2009 Kawasaki ZX-6R vs. Triumph Daytona 675 2009 Triumph Daytona 675 First Ride Suzuki GSX-R600 and GSX-R750 http://www.motorcycle.com/gallery/gallery.php/d/271100-1/Hot-Bikes-Suzuki-GSXR-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTAfter taking a virtual hiatus in 2010, Suzuki strikes back for 2011 with the new GSX-R600 and GSX-R750. After taking a year off in 2010, American Suzuki comes out swinging with a ground-up redesign of its GSX-R600 and GSX-R750 fraternal twins. The Gixxer 600 has long been Suzuki’s best-selling streetbike, so the engineers in Hamamatsu made countless top-to-bottom improvements to the 2011 model to compete with some excellent class rivals. http://www.motorcycle.com/gallery/gallery.php/d/271106-1/Hot-Bikes-Suzuki-GSXR-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTOnly $400 separates the GSX-R750 from its 599cc brother, making the Gixxer 750 an instant contender for best bang for the buck among sportbikes. A significant 20 lbs were lost in the transition to the ’11 model, trimming weight from its aluminum frame, wheels, bodywork, engine and exhaust. The addition of Showa’s highly regarded Big Piston Fork should aid handling, and the GSX-R brothers now feature Brembo monoblock brake calipers. The Gixxer Six seems to have taken a big leap forward, but what excites us most is the 750cc version. The GSX-R750 is virtually identical to the 600, but it’s packing 20% more power while carrying just 6 lbs extra. The best part is its $11,999 MSRP, just $400 more than the GSX-R600. “BAM!” Pete exclaims. “How many times more than that puny price gap do you think 600cc owners spend on full exhaust systems, Power Commanders, engine work, etc., to eek out an extra, what, 5-10 hp, maybe? Here Suzuki gives you perhaps as much as 20 hp more in the form of the 750. “Were I a consumer in the market for a new sportbike in 2011, and wasn’t necessarily interested in racing the currently popular classes of 600s and literbikes, call me a fool if I didn’t buy the GSX-R750 for a few clams more. Puh!” Related Reading 2011 Suzuki GSX-R600 and GSX-R750 Revealed 2009 Supersport Shootout 2009 Supersport Racetrack Shootout 2008 Suzuki GSX-R600 Review Triumph Tiger 800 and Tiger 800 XC http://www.motorcycle.com/gallery/gallery.php/d/271110-1/Hot-Bikes-Triumph-Tiger-800-01.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTTriumph added stroke dimensions to its 675cc three-cylinder to create the Tiger’s new 799cc Triple. The Tiger is reborn! And this time with a nearly identical twin. It’s great to see Triumph update its long-running Tiger, a bike that for years had inclinations of riding rugged roads, but wasn’t really ready to take on BMW in the adventure-touring segment. Not only is the Tiger 800 all new, Triumph offers it in a ready-for-the-wild XC version that includes wire-spoke wheels, knobby tires, extra suspension travel, and switchable ABS, to name a few things. http://www.motorcycle.com/gallery/gallery.php/d/271116-1/Hot-Bikes-Triumph-Tiger-800-02.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe Tiger 800 has received solid reports from those who have ridden it. But perhaps the best part is that the Tiger is powered by a mid-size (799cc) inline-Triple that spits out a purported 94 ponies. The Tiger’s three-cylinder is of smaller displacement than Triples used in many of Triumph’s other models but should still offer the smooth, linear performance that its bigger-engined brothers are known for. And it’ll no doubt have a similarly raspy exhaust note, too. The Tigers are expected to arrive in the U.S. in March 2011. The Tiger 800 will retail at $9,999 ($10,799 with optional ABS). The 800XC has an MSRP of $10,999 ($11,799 with optional ABS). The bourgeoning A-T segment has thus far been dominated by 1200cc engines, but these are often too big and heavy for serious off-road work, which is why we’ve given BMW’s F800GS our Best On/Off-Road award for two years running. “Looks like the F800GS has a Tiger on its tail,” Pete pointedly quips. Related Reading EICMA 2010: Triumph Tiger 800 and 800XC 2009 BMW F800GS Review 2012 Yamaha Super Tenere Review Motorcycle.com Best of 2010 Awards Five bonus Hot Bikes, just missing the Top 10 Aprilia RS4 125: Riding a small bike was never as sporty as this. Aprilia adapted a 2-stroke GP bike’s chassis and fitted a fuel-injected 125cc 4-stroke motor wrapped in RSV4-style bodywork. It won’t arrive in the U.S. until the fourth quarter of 2011 as a 2012 model. Honda Crossrunner: This Multistrada-esque crossover uses adventure-bike styling encasing a 782cc V-Four derived from the old Interceptor. It might be worth talking more about if it was coming to America, but it’s not. Horex VR6 Roadster: This naked is powered by a 1218cc narrow-angle (15-degrees) V-6 engine boosted by a supercharger. Do we have to explain why this is interesting? If so, perhaps you need to hear this video clip. KTM 125 Duke: Like the little Aprilia above, the lil’ Duke is powered by a fuel-injected four-stroke single-cylinder engine. Americans might not get a chance to see if the eighth-liter Duke would sell to entry-level sportbikers, as it’s doubtful it will be imported over here. Yamaha Super Tenere: The Super Ten proved to be a worthy BMW GS fighter when we tested it last month in Arizona. This will be a tight competition when we bring them together for an adventure-touring shootout. The post Church of MO: Top 10 Hottest Bikes Of 2011 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/rurJFPRRzOsSource

Last month, Harley-Davidson announced it was launching LiveWire as a separate brand dedicated to electric motorcycles, with the first LiveWire-branded model to be revealed July 8. Now that we’re about halfway there, we thought we’d take a look at recent developments from the LiveWire brand, and what we can expect at next month’s launch. Discuss this story more at our H-D LiveWire Forum First, a recap on what Harley-Davidson says LiveWire, the brand, will be. In Jochen Zeitz, chief executive officer of Harley-Davidson’s own words: “by launching LiveWire as an all-electric brand, we are seizing the opportunity to lead and define the market in EV. With the mission to be the most desirable electric motorcycle brand in the world, LiveWire will pioneer the future of motorcycling, for the pursuit of urban adventure and beyond. LiveWire also plans to innovate and develop technology that will be applicable to Harley-Davidson electric motorcycles in the future.” LiveWire will operate primarily out of two different hubs, in Harley’s home base of Milwaukee, Wisc., and in Silicon Valley, Calif., at a center called “LiveWire Labs.” The new brand will work with participating dealers from Harley-Davidson’s extensive dealer network, but will also open its own dedicated EV showrooms. The new LiveWire logo eschews any of Harley-Davidson’s traditional iconography. Instead of a Bar and Shield, we have an L and W stylized as a series of angled strokes. Motorcycle.com can now confirm that the first of these LiveWire-owned showrooms will be at Canoga Park in Los Angeles, Calif. Over the last couple of weeks, Harley-Davidson posted several job listings for the Canoga Park location, including for a dealership general manager, sales consultant, maintenance technician, finance lead and office manager. Clearly, H-D intends to get this new dealership set up for next month’s launch. Harley-Davidson also recently posted several EV-related software and engineering jobs for both of its hubs. So, what can we expect from next month’s launch? All Harley-Davidson has confirmed so far is that the “first LiveWire branded motorcycle” will be announced July 8. The bike’s first public appearance was supposed to take place the next day at the International Motorcycle Show in Irvine, Calif. The Progressive IMS has since been forced to reschedule that event as the original venue was no longer available. Harley-Davidson hasn’t said anything official, but we expect the July 8 announcement is proceeding as planned, with the public debut likely taking place at the next IMS event, July 16-18 at Sonoma Raceway in Sonoma, Calif. Assuming the July 8 event will take place, it’s still unclear what will be revealed. The simplest guess is the that the first LiveWire-branded motorcycle is… the LiveWire. Technically, Harley-Davidson hasn’t officially announced the 2021 LiveWire (we’ll call it by its model code “ELW” from here on to avoid confusion), though it has shown photos of the ELW with the sub-brand’s new logo. On the company’s press site, however, the ELW is still shown with last year’s colors and Harley-Davidson branding. It stands to reason that LiveWire will reveal the 2021 ELW with more color options next month. If that was it, however, it would be pretty underwhelming. More interesting would be if Harley finally put one of its electric concept models into production. The most intriguing of these concepts is a “middleweight” electric model that would present a more affordable option than the $30k ELW. Harley-Davidson had previously shown two sketches of this model. The first is on the left in the composite above, and the second is shown below. In this later sketch, the model is labeled “EDT600R”, which likely stands for “Electric Dirt Tracker.” The EDT600R once held a prominent place on the future models section of Harley-Davidson’s website, but as we were first to notice, the sketch was quietly removed at some point late last year. Could the EDT600R be the first LiveWire-branded model? If it is, we suspect it won’t have the same flat tracker styling as the sketches depict. Styling its first bike with design cues from the company’s flat track history would be a step backward if Harley-Davidson is intent on establishing LiveWire as its own brand. As we pointed out with the new logo, LiveWire looks to be setting its own path in the industry. A redesigned model with the same bones may be more likely. A second candidate is the dirt bike-inspired lightweight concept, one of two Harley-Davidson debuted at the X Games in 2019. Harley-Davidson has made little mention of the concept since then, but we can confirm that development continued, with a couple of patent applications filed in 2020. One patent was for the swingarm concentric electric motor and another for maintaining a balance between drive torque and regenerative braking. With it’s large, skinny wheels and lightweight frame, the concept looks more like a bicycle but its throttle grip and fixed pegs technically makes it a motorcycle and a candidate to be the focus of next month’s launch. A third candidate, and one we believe is most likely to come next month, is the other concept Harley-Davidson showed at X Games. With more of a scooter form factor, one can debate whether this still counts as a motorcycle, but it does suit LiveWire’s stated focus of the urban market. We can also confirm that development on this electric scooter progressed to the point that Harley-Davidson registered the designs for what appears to be a production-ready model. Discuss this story more at our Electric Motorcycle Forum We’ll know for sure what Harley-Davidson has planned for the LiveWire brand on July 8. Until then, we’ll keep an eye out for any further developments. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post What to Expect From LiveWire, Harley-Davidson’s Electric Motorcycle Brand appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/8gehQReRi9sSource

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 specific motorcycle GPS products or units otherwise lend themselves very well to use on a bike. Your typical automotive GPS units aren’t built to the same standard as motorcycle GPS units 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 motorcycle GPS units 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 motorcycle 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 1. Editor's Pick: Garmin Montana 700i 2. Garmin zūmo 396 LMT-S 3. Garmin zūmo 595LM 4. TomTom Rider 550 5. Trail Tech Voyager Pro 6. Magellan TRX7 Dual Mount Trail and Street 1. Editor's Pick: Garmin Montana 700i The Montana has been a favorite motorcycle GPS unit for off-road and adventure riders for many years. It has a large, well-lit, five-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 750i 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 700 series also includes a built-in three-axis compass with barometric altimeter and the ability to share your files with other compatible Garmin units wirelessly. The Montana 700 series gains extra functionality if you link it to your smartphone such as live weather updates. See, they can work in harmony. In addition to that functionality, with the 700i and 750i, you can purchase a separate satellite subscription which will then allow you to use Garmin’s inReach SOS technology should you find yourself in trouble. This also allows messages to be sent via satellite which can come in handy if you’re waayyy out of cell service. A great motorcycle GPS unit for those focused on off-road riding while still being able to navigate the odd stretch (or more) of pavement. Shop Now 2. Garmin zūmo 396 LMT-S Garmin’s Zumo 396 LMT-S is the slightly smaller brother to the 595LM. The Zumo line was the first truly specific motorcycle 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 3. Garmin zūmo 595LM 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 4. TomTom Rider 550 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 motorcycle GPS unit, 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 5. Trail Tech Voyager Pro Let’s get this out of the way real quick, the Trail Tech Voyager Pro is not going to be the best on-road motorcycle 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 motorcycle 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 6. Magellan TRX7 Dual Mount Trail and Street 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 motorcycle GPS 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. Motorcycle GPS FAQ What is the best GPS for a motorcycle? The best motorcycle GPS is the one you can afford and will use. Our list above is a great place to start, but price, features, durability, and mounting options all play a part in selecting the best motorcycle GPS for your specific purposes. What is a good budget Motorcycle GPS? We’ve heard from plenty of people who have gotten a great deal on older or used motorcycle GPS units. The one thing to consider when going this route is whether or not the manufacturer is still supporting the unit with map and software updates. Can I use a car GPS on my motorcycle? Of course, you can! Where specific motorcycle GPS units shine compared to their caged-up counterparts is not only in the features which might allow you to pick the most curvaceous route but also in durability. Motorcycle GPS units are meant to withstand whatever Mother Nature has to throw at them. Furthermore, off-road specific motorcycle GPS units can have added durability to withstand the occasional tip over that is bound to happen in the dirt. Recent updates: New products and pictures, FAQ, Recent updates, and Additional resources added. Additional Resources: Motorcycle GPS: Why Your Phone Isn’t Good Enough Motorcycle First Aid: What You Need To Know 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 Units to Help Find Your Way appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/PdUjNjmH-zoSource

There was a time when spark plugs required constant maintenance or replacement. With improvements such as electronic fuel injection, cleaner burning fuels and more exotic metals such as iridium and platinum, modern spark plugs can last much longer than they used to, with service life stretching to 80,000 miles or more. These technological advances mean these are the best motorcycle spark plugs ever manufactured, and we benefit in several ways when it’s time to upgrade. Still, there are reasons why upgrading from a healthy stock spark plug can be a good idea. Better quality spark plugs can improve starting power, engine performance and fuel economy. Modern spark plugs still use a copper core, but the center electrodes are tipped with platinum which runs hotter and last longer. Iridium tips are even more durable, but also more expensive. That being said, spark plugs are relatively inexpensive compared to other upgrades you can make, and the longevity of iridium spark plugs may make up for the extra cost over time. We’ve put together a list of some of the top motorcycle spark plugs below. Keep in mind that spark plugs tend to be model specific, so be sure to check your motorcycle’s manual to learn what size, heat range, and, most importantly, the gap size between electrodes. Table of Contents 1. Editors Pick: NGK Iridium IX 2. Best Value: E3 Spark Plugs Powersports Spark Plug 3. Autolite Xtreme Sport Iridium Powersports Spark Plug 4. Denso Iridium Spark Plug 5. Accel Platinum Spark Plug 1. Editors Pick: NGK Iridium IX NGK is a Japanese company that has been producing spark plugs since 1936. The company supplies OEM spark plugs for a number of motorcycle and automotive manufacturers, and it is also a popular aftermarket supplier. As such, there’s a good chance that NGK will produce a compatible spark plug for your particular bike. NGK also has an American subsidiary that produces spark plugs in Sissonville, WV. The NGK Iridium IX combines a 98% pure copper core with an iridium alloy tip for high durability and consistent performance. The tapered-cut ground electrode is designed to reduce the quenching effect, where heat transfer from the ground to the center electrode may cause ignition issues. A high-grade alumina silicate ceramic insulator helps with heat dissipation, allowing the Iridium IX to operate over a wide heat range. Shop Now 2. Best Value: E3 Spark Plugs Powersports Spark Plug E3 is another popular spark plug manufacturer, known for its DiamondFire ground electrode. The electrode is secured to the shell with two legs, which E3 claims helps optimize heat transfer and withstand engine vibrations to deliver consistent performance. The ground electrode also projects farther forward into the combustion chamber, bringing the spark closer to areas with a probable good air-fuel mixture. E3 spark plugs also come pre-gapped to meet specific engine specifications. Shop Now 3. Autolite Xtreme Sport Iridium Powersports Spark Plug Autolite produced its first spark plug in 1936 in Fostoria, Ohio, and soon became a supplier to American automotive brands such as Chrysler, Studebaker and Packard. Designed for powersports applications, the Xtreme Sport uses an iridium-enhanced 0.6 mm finewire design with a V-trim ground electrode that Autolite claims offers more power and better fuel efficiency than standard spark plugs. Autolite also claims the Xtreme Sport helps engines start 26% quicker than standard plugs, reducing wear on the starter and battery and reducing effort for kick starters. Shop Now 4. Denso Iridium Spark Plug Denso is a Japanese company that started off as an offshoot of Toyota. The company’s name itself is a combination of the Japanese words for “electricity” and “device”. Denso claims its 0.4 mm iridium center electrode is the smallest diameter used in any spark plug. The tapercut ground electrode is designed to reduced quenching and improve ignitability while its U-shaped groove helps generate a flame kernel at a lower voltage, helping with ignition without needing to increase the size of the gap. Shop Now 5. Accel Platinum Spark Plug Accel has been producing ignition systems for more than 40 years, and is now a member of the Holley Performance family. Accel does not offer a iridum spark plug, instead offering a copper U-Groove plug or a platinum-tipped plug. Platinum isn’t as durable as iridium but is still significantly longer lasting and runs hotter than copper spark plugs. Shop Now How often should you change spark plugs on a motorcycle? Most modern motorcycles can go about 15,000 miles before needing new spark plugs, but check the maintenance schedule in your owner’s manual to make sure what the recommended intervals are. However, if you start experiencing engine issues, it may be a good idea to inspect your spark plugs to see if they need replacement. How do you know if your motorcycle spark plugs have gone bad? Common signs of a bad spark plug include misfiring or backfiring. If your engine doesn’t seem to have its normal rhythm, then your spark plug may not be arcing at the right time. If you hear loud popping sounds, then your spark plugs may be producing an intermittent spark. An even more obvious sign is if your engine just won’t start at all. Are iridium spark plugs worth it? Where standard OEM spark plugs need to be changed every 15,000 miles or so, iridium-tipped spark plugs typically have a service life of 40,000 miles or more. If cost is an issue, platinum plugs may be a good compromise. Platinum isn’t as expensive as iridium but still offer good durability because platinum doesn’t wear as quickly as copper. What should I look for in a motorcycle spark plug? When shopping for spark plugs, make sure they are appropriate for your particular model. Different engines may have specific needs for heat range or how far a spark plug projects into the combustion chamber. Make sure you get a spark plug with the correct gap (i.e. the space between the center electrode and the protruding ground electrode. A correct gap prevents misfires and improves efficiency. Most spark plugs come pre-gapped, so make sure you buy one that meets your bike’s specifications. Some spark plugs need adjustment, which would require a gap or feeler gauge and a gapping tool. 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 Spark Plugs appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/WlDSttcSXywSource

Ever since the, “You meet the nicest people on a Honda” campaign, Big Red has been positioning itself as an ambassador for motorcycling. Not only by offering a range of motorcycles to attract new riders throughout the years, but also by promoting responsible recreation. Since the early 1970’s, Honda has been producing dual-sport motorcycles. Through the years, the popular XL line was offered in a wide range of displacements – many of which stayed in production into the late ‘80s. The CRF250L was the latest iteration of quarter-liter dual-sport motorcycles to come from Honda. Released in 2012 as a 2013 model, Honda has since sold more than 35,000 units – including the Rally model, which was released in 2016 for the 2017 model year. The rising popularity in off-road and dual-sport motorcycles – combined with the recent COVID-induced shot in the arm – has made finding certain models all but impossible on dealership floors. This was, of course, exacerbated by production and shipping delays that industries the world over have experienced as of late. Honda had hopes of the CRF300 models landing Stateside much earlier this year, but fate had other plans. What matters though is that it’s here now and should be hitting your local dealerships any day. So, let’s have a look at the 2021 Honda CRF300L & Rally. Similar but different The basic foundation between the standard L and Rally model of the CRF300s is quite similar. The two machines share many of the same components, most of the chassis, and use the same 286cc Single that was updated this year with an 8mm longer stroke resulting in the 36cc bump in displacement. Six years ago the Honda CBR300R received the same treatment, so it was natural that the bump in displacement would make its way to the CRF-L, which has shared engines with the wee CBR since its inception. The last time we dyno’d the CBR300R, it spat out 26.2 hp at 8500 rpm and 17.4 lb-ft of torque at 6800 rpm. That was an increase of four horses and two pound-feet from the previous 250cc mill. The engine update comes with revised cam timing and lift said to create better low- to mid-range power. Inhalation/exhalation have also been revised with airbox updates and a new exhaust system with a lighter header and muffler that are also said to be quieter. Better for sneaking around the hills you’re probably not supposed to be riding in. The transmission also features closer gear ratios for 2021 with first through fifth gear closer than before whereas sixth feels mostly like an overdrive gear for highway cruising. Honda also claims the clutch pull, which was light before, now requires 20% less effort thanks to its new slip/assist clutch. The 2021 Honda CRF300L and Rally now have a larger kickstand platform to help keep the bike upright while parked on loose surfaces. Honda reduced weight wherever it could for the 2021 CRF300 models which led to an 11 pound weight reduction to the L model, and a nine pound loss on the Rally. From swapping out steel to aluminum on the lower triple, to a redesigned lighter, less rigid swingarm, many small reductions of weight have been made throughout, which adds up when you tip the scales. Honda claims the L weighs in at 309 lbs wet (311 with ABS), while the Rally is said to be 333 lbs (337 with ABS). As usually seen with weight loss, the CRF300’s waist has become more narrow and rigid in key areas. This new frame and crankcase design gives the CRF300L and Rally more ground clearance too, 11.2 and 10.9 inches, respectively. The same 43mm Showa suspenders are in use, however travel is increased to 10.2 inches on both ends for both models. Preload remains the only adjustment available. The two models also use the same spring rates and damping, although the Rally’s fork (and spring) are slightly longer. More on that in a bit. Ergonomically, the two are also similar in that the front of the seat is narrower to better help riders get a firm footing on the terra, and the footpegs have also been moved slightly rearward. According to the spec sheet, the wheelbase has also increased by 0.3 inches from prior years. The new display is now easier to read, with larger characters and better contrast. In addition to better visibility, riders also get more info including a gear position indicator, fuel mileage, and fuel consumption. Even the meter is said to be .01 pounds lighter. CRF300L Rally 2021 Honda CRF300L Rally Editor Score: 82.0%Engine 17.0/20Suspension/Handling 10.0/15 Transmission/Clutch 9.0/10Brakes 7.0/10 Instruments/Controls4.0/5 Ergonomics/Comfort 8.5/10 Appearance/Quality 9.0/10Desirability 9.0/10Value 8.5/10Overall Score82/100 We’ll start with the Rally for riding impressions since my day of testing began on the rally-inspired machine. Most riders I came into contact with when I was cruising around on the CRF250L Rally three years ago seemed to really like the styling. I remember during our lightweight ADV shootout getting compliments from young and old dual-sport riders out on the trail. Now, for 2021, the Rally gets even more purposeful upgrades to help its long-haul capability over the L model. The Rally’s larger fuel tank has gained 0.7 gallons compared to previous year’s putting capacity at 3.4 gallons. Honda says this could yield up to 250 miles per tank. And who knows, if you’re game, your backside might not mind either thanks to the Rally’s wider cushy seat. That new seat also sits on rubber dampers to help ease any bad vibrations attempting to make their way to your backside. Rider footpegs also receive the rubber treatment for the same purpose. Handlebar weights on either end continue the fight for a smooth ride. As before, the extra frame-mounted fairing up top and below keeps the wind blast off of your chest and legs. While cruising down the highway at 60 mph you can feel all those extra components doing their job, or, well, it’s more that you can’t feel them doing their job. The ride is exceptionally smooth and the plush suspension kind of feels like an old Cadillac as you float over road imperfections that you’d never know were there. That’s not the entire story though. As you close in on 7000 rpm from that smooth ride, vibrations increase quickly. It reminds you that we’re dealing with a Single cylinder motor, and although it wouldn’t cause any concern for me, sensitive folk be aware. Our time off-road on the Rally was spent on mostly smooth, slick and dry fire roads. Remember that ultra plush suspension I mentioned? It eats up the imperfections just as easily off-road. The problem arises with pace – in that it’s hard to feel what is going on where the tires meet the terrain. If you’re putting around, it’s great at delivering a comfortable ride, but if you want to push the pace, you’d be better suited to the L model. The Rally seems to move through the stroke quickly with what feels like little damping. On the street, it’s the same story, but you (hopefully) won’t be teetering on the edge of traction. So, you’ll likely be a-okay. Despite its larger rotor, the front brake on the Rally model felt weaker than the L’s. One other niggle for me was the front brake on the Rally, despite its rotor being 40mm larger than the L model at 296mm, it managed to feel weaker. Perhaps the softness and dive of the fork contributed to this feeling, but it was enough to make me wonder if the brakes had been bedded in before our ride. Rear brakes on both models were easily modulated, although the pedal felt a tad low. All these things considered, I think the CRF300L Rally is an even better, and more focused, bike than before. Rather than just some styling elements, a larger tank and wind protection, Honda has taken the extra step to turn the Rally model into a better tourer for those looking to dabble in the ADV world. At $5,999 ($6,299 with ABS) it’s just slightly more than the Kawasaki Versys-X, and in our last comparison, it did a bit better off-road. CRF300L 2021 Honda CRF300L Editor Score: 86.5%Engine 17.0/20Suspension/Handling 13.0/15 Transmission/Clutch 9.0/10Brakes 9.0/10 Instruments/Controls4.0/5 Ergonomics/Comfort 8.5/10 Appearance/Quality 9.0/10Desirability 9.0/10Value 8.75/10Overall Score87.25/100 After riding the plush Rally model, I had the chance to spend the rest of the day on the standard CRF300L. Most of that time was spent off-road with paved transfer sections connecting trails and fire roads. Both of the models we tested were not equipped with ABS. I think it makes sense that Honda is giving riders the option here. Experienced riders will likely opt to save the $300 while newer riders will appreciate the safety net while still having the option to disable ABS to the rear wheel with the push of a button when desired. Jumping on the L, the lower 34.7-inch seat height was immediately noticed, as was the difference in suspension feel. While the Rally felt like it almost pogo’d back and forth, the L felt like it was in a better place in the suspension stroke. This starts to make sense after learning that the two models share the same spring rate and damping despite the Rally’s extra weight, particularly from the fuel tank. I was looking forward to our off-road ride even more just from sitting on the L in the parking lot. It wasn’t long before winding highways gave way to tight single-track. A few climbs in and I felt the new motor and gear ratios were really helping the new 300L off-road. Although you can rev the 300 out pretty far, staying in second kept the bike motoring easily up tight rocky trails confidently where I might have just revved out through first gear on the previous iteration. The suspension, while admittedly soft, also seemed to be keeping up better on the L model. Thinking back to the winding canyon roads, even the front brake – despite its 40mm smaller rotor – seemed to slow the machine without nearly as much dive in the fork that the Rally had. Since both models were equipped with semi-knobby IRC Trails GP-22R tires, I wasn’t exactly hammering the brakes on the pavement. You don’t get the wind protection the Rally offers on the L model, but with how well the L was performing for the proper dual-sport testing we were putting it through – and what I would personally want to do with the bike – the L was showing me a good enough time off-road that I wouldn’t mind losing the wind protection. Honda did a good job of illustrating the versatility of these machines as well. Staying local, just an hour outside of the LA metro area, we got a taste of exactly what is so alluring about these dual-sports. Using them to commute or to run errands around town, and then on the weekend taking off to the closest trails and being able to tackle fire roads and single track – all with the same bike. In the end For new or experienced riders, the 2021 CRF300L and Rally offer two options that fill two distinctly different niches within the small-displacement dual-sport category – those looking to go further, and those looking to explore harder. The great thing about these bikes is that they give you a license (plate) to access more areas to ride whether it’s trails, fire roads, or highways. Of course, Honda isn’t the only one to have recently given us a go on its new 300-class dual-sport. We’ve already been monitoring the interest in how Kawasaki’s new KLX300 stacks up against the Honda CRF300L, so stay tuned to MO if you’re keen for a comparison. 2021 Honda CRF300L + Highs Excellent all-around performer at a bargain price Great handling Good suspension despite its economy price – Sighs Buzzy at freeway speeds Feels heavy next to a proper dirtbike Not much wind protection 2021 Honda CRF300L Rally + Highs Rally-styling looks the part Smooth highway manners All-day comfy ergos – Sighs Mushy suspension action compared to the CRF250L Front brake feels weak Still buzzy at freeway speeds In Gear Helmet: Fly Racing Formula $490 Jersey: Fly Racing Lite $50 Pants: Fly Racing Lite $180 Gloves: Fly Racing Lite $22 Boots: Sidi Atojo $525 Specifications 2021 Honda CRF300L 2021 Honda CRF300 Rally Engine Type Liquid-cooled, single cylinder DOHC, four valves Engine Displacement 286cc Bore x Stroke 76.0mm x 63.0mm Compression Ratio 10.7:1 Max. Power Output 27.0 hp at 8500rpm (claimed) Max. Torque 19.6 lb-ft. at 6,500rpm (claimed) Oil Capacity 0.5 gallons Carburation PGM-FI electronic fuel injection Fuel Capacity 2.1 gallons Battery Capacity 12V-7AH Clutch Type Wet multiplate, assist/slipper clutch Transmission Type 6-speed Final Drive Chain Frame Steel semi-double cradle Front Suspension 43mm telescopic inverted fork Rear Suspension Pro-Link Brakes Front 256mm x 3.5mm disc with two piston caliper 296mm x 3.5mm disc with two piston caliper Brakes Rear 220mm x 4.5mm disc with single piston caliper Wheels Front Aluminum spoke Wheels Rear Aluminum spoke Front Tires 80/100-21M/C 51P Rear Tires 120/80-18M/C 62P ABS System Type 2 channel ABS Instruments LCD Headlight Bulb LED Taillight Bulb Length 87.8 inches Width 32.3 inches 36.2 inches Height 47.2 inches 55.7 inches Wheelbase 57.3 inches Rake x Trail 27.5°/4.3 inches Seat Height 34.6 inches 34.8 inches Ground Clearance 11.2 inches 10.8 inches Curb Weight 313 pounds (claimed) 337 pounds (claimed) 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 2021 Honda CRF300L & Rally Review – First Ride appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/yFttn4A4oJsSource

Spring is springing like an underdamped shock absorber, and the heart of the riding season – with its long days and warm nights – is just around the next corner. So, why not make 2021 the year you do something epically MOronic? Grab a riding buddy, or two, and experience the Iron Butt Association‘s Saddlesore 1000, the gateway drug to long-distance motorcycle riding. Even if you only do it once, you’ll be able to regale your friends with stories from the time you rode your motorcycle 1000 miles in less than 24 hours. (Or maybe you were really feeling your oats and cranked out a Bun Burner 1500. American Iron Butt: Conquering A SaddleSore 1000 While you may be able (and lucky enough) to simply pick a weekend to jump on your bike and ride those 1000 miles without any forethought, the rest of us would benefit from planning, particularly if your intended route takes you into remote parts of the country in the middle of the night. Not every gas station is fully automated or open 24 hours, and it would be a bummer to have your SaddleSore 1000 scuttled due to a lack of fuel. So, read on to learn the five things that we learned during our own Saddlesore 1000. 1. Thoroughly plan your route Map people will love this part. You need to plot your complete route for the 1000+ miles (to have a buffer to account for speedometer error). Once you have your route roughly planned out, go back through it and mark your gas stops, based on your bike’s range. In states with wide open spaces, like in the Southwest, you may have a relatively short stint before one that could tax your bike’s limits. As you are plotting your gas stops, also consider the time of day and when you may need to stop for food. In my experience, the middle of the night and around dawn are ideal rest/meal stops to combat fatigue and stay sharp. The rest of the time, make your gas stops as efficient as possible. 2. Do your research Look at every feature of your intended route. We had to change our plans because of snow a couple days before we planned on traversing an 8,000-ft pass in the middle of the night. (It was February, after all.) Consider the time of day that you’ll be traveling through an area. Thanks to the internet, you can find all the stations in each town and even ascertain that they’ll be open when you’re scheduled to pass through. 3. Use a GPS and a tracker While I count myself among those who love reading and using maps, a GPS is a vital tool on an Iron Butt ride. You can program in your route and make the gas stops waypoints so that you don’t make any silly mistakes when you ride. Also, you can use your GPS to save your track as a means of verifying your route to the Iron Butt Association. Should you encounter unexpected construction or road closures, the GPS can still get you to your next gas stop if you follow an extended detour. Finally, having your GPS remind you of upcoming turns is extremely helpful when you’re tired late in the ride. Note: Unless you have an app that features downloadable maps, it’s better to use a dedicated GPS rather than a smartphone since you are likely to spend time out of cell service. The Spot Gen4 tracker. Your friends and loved ones will want to follow your progress, particularly through the night. While there are smartphone apps you can use, I’m a big fan of Spot trackers. If buying and subscribing to their service is too expensive for you, consider renting one. In addition to tracking (and documenting for Iron Butt certification) your progress, you have the ability to send pre-programmed messages to your contacts from along the route from the array of buttons on the Spot. If an emergency arises, you can summon help to your location with the push of a button. MO Tested: Spot Gen3 Rental Review 4. Carry your own provisions The key to a successful Iron Butt ride is keeping the stops short. That way, you can build up a buffer of time for unexpected delays on your route. If you carry your own snacks and easy-to-eat meals with you, you can fuel yourself and the bike at the same time. While it’s easy to buy fluids at gas stations, healthy food is more difficult to acquire. Believe it or not, you’re stressing your body during endurance rides, so you’ll want to avoid heavy, fatty foods and stick to items that will be easy to eat and deliver maximum nutrition. Caffeine can give you a boost if you don’t resort to it too soon. However, stopping for a meal with a cup of coffee isn’t something to avoid as you get tired. Avoid caffeine, at least in the early hours of your ride. If you don’t, you could use up its limited boost and hit a wall later in the trip, and caffeinated drinks may not be able to pull you out of it. When riding through hot weather, carry a hydration pack. You don’t want to drink so much that you need to pee every hour, but your concentration is the first thing to go when you get dehydrated. If you build up a buffer of time thanks to efficient gas stops, you’ll be able to enjoy the luxury of a restaurant meal along the road when you really need it. 5. Listen to your body Only you can decide if you’re too tired to ride, and you need a short break. More than once, I’ve hit the afternoon doldrums on an extended ride and achieved quick recovery with a 20-minute nap, leaned back on my bike, parked in the shade. The fun of endurance riding comes from completing the event. Don’t risk falling asleep at the handlebars and crashing. If you’ve got time in your pocket, get off the bike at a gas stop and move around a little to get the blood circulating. If you’ve never ridden long distances before, don’t jump into the deep end of the pool not knowing how to swim. Take some longer rides to build up to an Iron Butt. Yes, you are just physically sitting on a bike, but riding is tiring. Rack up some 300-500 mile days before you attempt a Saddlesore 1000. For more information on riding Iron Butt challenges, look to the Iron Butt Association website and it’s very informative forum. 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 Five Steps To Prepare For Your First Iron Butt appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/C1Kx-Zp8Kc8Source

Founded in 1872 by Giovanni Battista Pirelli, the company we now know for its expansive range of tires got its humble beginnings in a different industry: telecomms. Back then several new technologies and industries were emerging, including energy and telecommunications. Throughout Europe, kilometers upon kilometers of power cables and phone lines were being put into the ground and into the ocean. All of them needed protection. Enter Pirelli and his expertise in another emerging field: rubber. Pirelli founded a limited partnership, “G.B. Pirelli & C.”, in Milan to produce elastic rubber items – primarily sheathing to protect all these wires buried in the ground. According to Pirelli’s corporate history website, by 1873, only a year after its foundation, Pirelli already had a plant in Milan. Production of carriage bands (they weren’t exactly tires) started in 1885, and by 1894 the first velocipede tire was born. Giovanni Battista Pirelli Over the course of the next 50 years, Pirelli grew quickly, opening plants all across the globe while also participating in motorsports both on two wheels and four. By the 1920s, a reorganization of the Pirelli group resulted in the Società Italiana Pirelli, the first Italian group traded on the New York Stock Exchange. Little did anyone know that the Great Depression was looming around the bend… Through it all, Pirelli diversified its reach immensely. From clothing to sanitary products, if something could be made from rubber, Pirelli was finding a way to be a part of that industry. As far as tires were concerned, the automotive sector dominated the company’s focus, with 1949 marking the start of the company’s involvement developing its first radial car tire, the Cinturato. You’d have to fast-forward to the 1980s before Pirelli developed a radial motorcycle tire, and even then, it was developed for a single model – the 1983 Honda VF1000R. Pirelli really took a turn in the new millennium, as it integrated its MIRS (Modular Integrated Robotized System) technology in 2001 which substantially changed Pirelli’s tire building process. In 2003, the CCM-based (Continuous Compound Mixing) technology room was introduced to test new mixes and materials. During this time, Pirelli was still competing in racing. But 2004 marked another turning point, as it became the sole tire supplier to the World Superbike Championship – a partnership that continues to this day. Not long after that, the British Superbike Championship – arguably the top domestic championship in the world – also signed Pirelli as its spec tire supplier. As the spec tire for the World Superbike Championship since 2004, Pirelli has used the lessons learned in racing and applied them across its entire motorcycle product range. With data from two top-level championships to lean on, plus Pirelli-sponsored riders throughout the world, the biggest benefactor has been the general consumer, as Pirelli’s road bike offerings have advanced leaps and bounds in the past 20 years. From a business standpoint, further commitment to tire manufacturing and development instigated the process of selling off its other commercial holdings, including its stakes in telecommunications – the very foundation Giovanni Battista Pirelli started the company on. Finally, in 2010, Pirelli liquidated its last remaining outside entities, enabling it to focus solely on tires. Today, road-going motorcyclists enjoy three distinct categories of Pirelli tire: Diablo, Angel, and Scorpion (Pirelli is no stranger to motocross either, but that’s a story for another time). Diablo is the family of tires for sport, track, and race use. Angel is the family of touring tires, and Scorpion encompasses Pirelli’s adventure and scrambler lineup for bikes that go on road and off. All three of these families benefit from the lessons learned in racing, as well as the advances in manufacturing and technology Pirelli has dedicated itself to. Table of Contents Diablo Rosso IV Diablo Rosso Corsa II Diablo Supercorsa SP V3 Angel GT II Scorpion Rally STR Diablo Rosso IV The latest in Pirelli’s street-focused side of the sporty tire range, the Diablo Rosso IV was just introduced in February 2021. As such, as of this writing, your esteemed Motorcycle.com staff have not had a chance to try the tire ourselves. However, a set is currently being sent to us to remedy this situation (and we’ll update accordingly). Nonetheless, the Diablo Rosso family (versions 1 through 3) have been proven performers for spirited street riders. In the case of the Diablo Rosso IV, emphasis has been placed on braking performance, acceleration grip, quick handling, and both wet and dry performance for bikes with a wide range of power figures, from entry-level bikes to 200 horsepower beasts. How is this done? Here’s a quick dive. The front tire is divided into three areas using two different compounds. The center is a harder compound for durability and composure under braking. Its high silica content allows it to get up to temperature quickly while also giving it good wet performance. The sides are made up of a softer compound for better cornering grip, also with a high silica count for fast warm-up times. For the rear tire, there are two different solutions depending on the motorcycle’s weight and power. For sizes up to 190/50-17, the tire is split into three zones, similar to the front tire. A harder compound is in the middle with a softer one on the sides, though the exact chemistry and distribution of the silica and other chemicals is different from the front. Starting with the 190/50-17 size, the tire is split into five zones using three different compounds. The center compound is high in silica and a harder compound. The intermediate compound is also a full silica compound for fast warm-up and confidence to lean moderate amounts quickly. The very edges are carbon black in a similar compound to the Supercorsa SC endurance racing tire for optimum cornering grip for high horsepower bikes. All this and we haven’t even begun to talk about profiles and tread pattern. Both of these will be similar among the Diablo line, with a responsive yet neutral profile adapted from the requests of Pirelli’s race teams. Pirelli’s signature “flash” makes up the tread pattern, and different tweaks to it will be found on all the Diablo tires. Pirelli says this pattern helps promote better wear uniformity while also evacuating water well. Shop Now Diablo Rosso Corsa II Moving more towards the sporty end of the Diablo family, the Diablo Rosso Corsa II has been a solid street/track tire for as long as we can remember. In fact, Johnny Burns had nice things to say about it in his review. To quote him, quoting Pirelli: This one “is intended for riders of mid-high performance motorcycles who enjoy a sports riding style on the street and not just on the racetrack. They desire a tire with fast warm-up, sports agility, excellent grip and consistent performance ready to compete against the challenges of everyday use. Pirelli have now transformed racetrack performance into street versatility to guarantee top performance also on road.” Like the Rosso IV (no Corsa), the front tire is split into three zones while the rear is divvied into five. The front features a full silica center compound while the rear’s center compound is 70% silica. The rear’s shoulders are full silica, then both front and rear use full carbon black compounds at the edges for optimum grip. Shop Now Diablo Supercorsa SP V3 A direct descendant of the Supercorsa SC tires used in racing championships all over the world, the Supercorsa SP version is a street tire that can very easily be ridden hard on the racetrack with even today’s most powerful sportbikes. Guest tester, Isle of Man racer, and all around good (and fast!) guy Mark Miller proves my point when he got to try the tires aboard the latest superbikes. As far as specifics go, the profile has been revised yet again over V2 based on feedback from World Superbike riders. Pirelli says this improves agility and gives the rider more feel while leaned over. A new compound is being used for the dual compound rear tire for better warm-up times and more consistent grip and feel at maximum lean angles. Lastly, a tweak of the tread design helps give the tire better uniformity as it wears. Having personally used this tire on several occasions, with and without tire warmers, I can attest to its excellent performance, capable of handling everything all but the fastest of riders can throw at it. Shop Now Angel GT II Pirelli’s premier sport-touring tire, the Angel GT focuses on mileage and wet weather performance, especially on today’s sport-touring machines. With a secondary aim of making a tire with neutral handling characteristics, Pirelli focused on the carcass structure to help achieve these goals. As is common with S-T tires, there’s a high silica content in the compounds both front and rear. This not only helps the tire get to temp quickly, but also gives it a good amount of grip in wet conditions. As you can see from the tread design, getting rid of water is a high priority. But Pirelli also says the structure also helps keep consistent contact pressure for more even wear and better mileage. The original Angel tire, the Angel ST, had a similar tread pattern, with a more pronounced image of a devil in the center. After a certain amount of miles, the devil would turn into an angel. Or maybe it was the other way around. Whatever it was, it was incredibly weird. Thankfully, it’s still an excellent sport-tourer. Shop Now Scorpion Rally STR Moving to the adventure side and we have the Scorpion Rally STR. The knobby bias makes it clear this is a tire that prefers being off-road. However, it still delivers impressive road performance too. You can tell by looking at the rounded profile that the Scorpion Rally STR borrows from the road division. But its high silica content makes it well suited for pavement duties, even in cold weather. If you’re worried about the knobs tearing, the wide surface area of the knobs helps to dissipate heat more evenly, helping them last longer. Get off into the dirt and the knobbies will be in their element. The long, wide blocks may not give motocross levels of grip off-road, but they’re chunky and still well able to bite into the ground. Big adventure bike riders should be satisfied with the Scorpion Rally STR. Shop Now Pirelli FAQ Are Pirelli motorcycle tires good? You don’t remain in business for nearly 150 years by accident. Pirelli is known all over the world for its excellent tires in a variety of different riding categories. This is a result of its constant research, development, and involvement in motorsports. The lessons learned in racing ultimately get transferred back to the products you and I can buy at our local store. Is Pirelli better than Michelin? When it comes to high-profile brands like Pirelli, Michelin, and others, one isn’t necessarily better than another. It really is true that these well-known brands all produce great products. But each company may have specific characteristics they impart into their tires that may or may not work well with your riding style. How long do Pirelli motorcycle tires last? The lifespan of any tire depends on a number of factors – type of tire, type of riding, riding conditions, type of motorcycle, etc. Tires meant for competition will clearly have a shorter lifespan than touring tires, but the competition tires will have more outright grip. Within their specific categories, Pirelli tires are known to last a similar amount of miles as others in the category. But again, it’s nearly impossible to get into specifics about how long a tire will last. Additional Resources Riding The Pirelli Diablo Supercorsa Tire Range MO Tested: Pirelli Supercorsa TD Review Pirelli Diablo Rosso Corsa Review Pirelli Angel GT Review Pirelli Diablo Rosso II Review Pirelli Angel ST Tire Review 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 Pirelli Motorcycle Tires: Everything You Need To Know appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/9Mo8NJuUy_oSource