SweatHog

Early in 2020, the Economic Commission for Europe (ECE) announced that it would thoroughly upgrade its motorcycle helmet certification process. After 20-plus years as the European standard for helmet safety, ECE 22.05 is going to be replaced by the new ECE 22.06 standards in 2021. The new tests include different angle and force of impact as well as tests specific for features such as retractable chin pieces and sun visors. This means that we’re soon going to see a new, safer generation of motorcycle helmets make its way to the market. Helmet manufacturers have been able to certify their products since June, 2020, and have until 2023 to comply. Arai got the ball rolling with the introduction of its first ECE R22.06-compliant helmet, the new 2021 Quantic. The Quantic is a mid-range, full-face, sport touring helmet designed to be comfortable on long commutes and trips. The outer shell is made of what Arai calls “Peripherally Belted e-Complex Laminate Construction” or PB e-cLc—a material already used in other models such as the Concept-X. Arai also specifies that though the European safety standards don’t require it, all its helmets are tested for penetration, including the Quantic. The shell features six intake vents—two of which are cleverly integrated into the “Arai” badge on the forehead—and six exhaust ducts to ensure optimal ventilation. The vent location at the chin features a three-position mechanism that allows the user to manage the airflow and that’s easy to use with gloves on. The VAS Max Vision visor is Pinlock-ready and features a Formula 1-inspired latch system that’s better integrated into the helmet and can be operated using only one finger. Inside the helmet, the design includes a breath guard to keep the visor from fogging up as well as a chin curtain that blocks the air, helps with soundproofing, and, according to Arai, “increases negative pressure to enhance the exhaust function of the Free Flow System (FFS) by drawing more air from the mouth area.” Arai’s Face Contour System (FCS) features spring-mounted pads that adapt to the shape of the rider’s face. The pads are also equipped with an Emergency Release System and, like the liner, can be removed and washed. The Quantic can be retrofitted with a comm system thanks to the speaker pockets and neck roll wire pocket integrated into the design. The new 2021 Arai Quantic helmet will be available in the new year though the manufacturer has yet to confirm when and how much the model will go for. Let's block ads! (Why?) Source

Smart helmets are a recent phenomenon. Up until roughly two years ago, fully-loaded helmets with such features as integrated cameras, HUD, voice commands, comm systems, and safety signals weren’t a thing. Sure, a couple of innovative companies like Skully attempted to get the movement started as early as 2014, with little success. Then, all of a sudden, starting in 2018, we saw a surge of companies—start up and mainstream—jumping on the smart helmet bandwagon. Prototypes were introduced left and right at a dizzying pace. It looked like people were finally ready for this type of product and 2019 turned into the year of the smart helmet. As quickly as the fad started, it faded away, leaving only a few players in the game. Some, like the IT-HT concept that Shoei showcased at CES 2019, fell off the wagon and never actually made it to the market (as far as we know). Others like Forcite not only managed to hold on, but their highly-hyped products are now shipping to customers. Jarvish received a lot of attention with its sleek-looking X and X-AR lids. Jarvish was one of the names that created the most buzz. The Taiwanese start-up launched a crowdfunding campaign at the end of 2018, offering backers the new Jarvish X or X-AR smart helmets in exchange for their support. It didn’t take long for the company to reach its goal and with the promise to deliver the new smart helmets in the first half of 2019, it looked like Jarvish was a success story in the making. In July, 2020, we checked in on Jarvish to see how things were going. After concerns about the status of things, we managed to have a chat with the team at Jarvish who confirmed that the helmets are now shipping to the U.S. According to a recent update from the company, European customers will have to wait longer due to the ECE certification process. We have a Jarvish X helmet ready to be tested! What do you want to know about it? During our conversation with the team, they offered we review the Jarvish X helmet. Sure, they'll get exposure from it, but they also told us that they're interested in getting feedback to help them improve and optimize the product. We agreed to play around with the helmet and share our thoughts on the product. While we already have a few ideas of things to do and try to put the helmet through its paces, we also wanted to ask you guys what you'd like us to test or find out about Jarvish X smart helmet. We’d like to provide a thorough review of the product and try to answer as many of your questions about it as we can. So, tell us, what would you like to know about the Jarvish X? Let's block ads! (Why?) Source

If you’re anything like me, and you commute in dense urban traffic on a daily basis aboard your motorcycle, then you’re probably well acquainted with the importance of having a quality helmet that’s just the right combination of light, comfortable, and affordable. Based on my experience, the fit and comfort of a helmet can make or break your commute, and even your day as a whole—especially if your morning commute to work comes before a hectic day at the office. For many, myself included, commuting to work on a motorcycle provides the perfect start to the day, allowing for a clear head and a heightened sense of focus to tackle the day’s challenges. With that, a budget friendly, comfortable, and of course, safe helmet is a must. Now, I’ve gone through dozens of lids after years of daily commuting on my bike, and no other helmet has come close to offering the bang for buck safety and comfort of the HJC CS-15. Now, the HJC CS-15 is the most affordable full-face helmet in HJC’s lineup, and retails for just €99.90 or the equivalent of $120 USD. Now, I know what you’re thinking—HJC makes a helmet this cheap? Yes, they do, and it undoubtedly presents itself as really good value for money, especially from a brand that’s well known for their high performance RPHA line of helmets. With that, it carries an ECE safety rating, along with the basic features you’d expect to find in helmets that are priced twice as much as the CS-15. For starters, it’s extremely user friendly in all aspects. With a removable liner that even a toddler could easily learn how to disassemble, the HJC CS-15 can very easily be cleaned and sanitized after long hours of use. On top of that, the standard visor is guaranteed shatter proof—in fact you can even bend the visor inside out, and it won’t even deform or show any signs of cracking. Said visor is easily removed, by way of a simple locking mechanism on either side, and many visor options ranging from light smoked to iridium are available from HJC. Evidently, I like this helmet so much that I’ve gone ahead and bought another one. I’d been using the black one for the better part of a year, and decided I’d get the same helmet, but this time in white, for daily duties. Another benefit this helmet poses for me is the fact that I get to preserve my more expensive helmets, as I’ve set them aside for use on weekend rides and special occasions. At a glance the CS-15 looks pretty premium and could be mistaken as a more expensive lid. I particularly like the solid color options, as they accentuate the helmet’s simple, yet elegant silhouette. For those who are more adventurous when it comes to graphics, HJC also offers the CS-15 in nine other graphics options ranging from the loud and aggressive Navarro 9, to the subtle and sleek Dosta. Overall, this helmet makes for a pretty solid daily commuter as it's relatively quiet, especially when you install the optional chin curtain. The visor comes with a nifty locking mechanism which prevents it from popping open at speed, and creates a pretty solid seal. The CS-15 comes with speaker cutouts, too, so installing a comms system will be an absolute breeze. Let's block ads! (Why?) Source

There is one certainty when it comes to riding a motorcycle in Canada (and in the Northern United States): the length of the riding season is proportional to your level of willingness to deal with the cold. For example, I actually quite enjoy riding in the fall, when the temperatures start to dip as long as I have the right gear. Over the past few years, I was on the bike makers’ schedule—when they decided to pull the press fleet at the end of the season, that was it for me as well. This year, that changed dramatically when I finally stepped back into bike ownership. Sure enough, one of the accessories at the top of my list was a pair of heated grips. Considering I bought the bike in late September, I had every intention of extending my season as far as I could and having heated grips was going to help with that. I had two options for my new Honda CB500X: buy the Honda set or turn to the aftermarket and buy into Oxford. I believe there are other options on the market, but I’ll be honest: I didn’t really trust any of them. Bought a 2020 Honda CB500X a few weeks after reviewing this rad little thing. On the one hand, having a set of Honda heated grips meant a more streamlined installation as the wiring is tucked inside the handlebar, out of sight. As sexy as this sound, the $295.95 price tag before installation—I didn’t order my bike, the dealer had it in stock so no factory installation—was a bit of a hard pill to swallow. Installation would likely have been another $200 to $300 considering the crew would have had to disassemble everything Considering that the Oxford Heaterz products came warmly (hah!) recommended—including by my dad and my service advisor—and that the price tag is far more accessible, I opted for the aftermarket accessory. I relegated the Honda grips to my bike dream board alongside my set of panniers. One day! Dimensions Over Style I bought the grips online from FortNine (the Canadian equivalent of RevZilla) and received my package within a few days. See, the Oxford grips come in different styles: Touring, Adventure, Sport, and even Retro. To the untrained eye, they all look the same and it’s easy to think that it’s all a matter of matching the type of grip to your bike or to pick the design you like best. Wrong! Don’t do like I did, it’ll save you having to do a swap. See, the different styles of grips are also of different sizes. The interior diameter is the same for everyone, which makes them universal as they’ll fit most 7/8” handlebars. The length and girth of the grips vary, however. You’d think that for a CB500X, the pair of Adventure grips was the best fit. At least I did. Except that when I finally did my research after placing my order (which I should have done before clicking "Buy"), I found out that for the CB, the Adventure model was going to be too long and that the Touring model was the best pick. Waddaya know? Shoutout to the FortNine team who saved me some back and forth and was able to change my order swiftly after I placed it. To save you some time, here’s the dimensions breakdown for each model: Adventure Length: 5.19 inches (can be cut down to 4.80 inches) Outer diameter: 1.35 inch Touring Length: 4.72 inches (can be cut down to 4.37 inches) Outer diameter: 1.35 inch Retro Length: 4.72 inches (can be cut down to 4.45 inches) Outer diameter: 1.31 inch Sport Length: 4.84 inches (can be cut down to 4.48 inches) Outer diameter: 1.31 inch Installation While I’m possibly the least mechanically inclined of the RideApart crew, I’ve done my fair share of basic maintenance and fiddling. I felt confident that I could install the grips myself. I found a couple of videos (thanks YouTube!) and went outside with my hands full of tools, ready to tackle a challenge. Well, folks, things didn’t go as smoothly as I anticipated. Wfterhen I finally managed to pull the endcaps off and started trying to get the production grips off, I realized I might be a little in over my head. Had this been my old CX500, I wouldn’t have worried so much, but the CB was brand new and the last thing I wanted to do was screw something up—especially on the electrical front. So, I backed off and decided instead to have my dealer do it. If you’re more confident in your abilities than I am, based on what many users have said, it’s a pretty straightforward installation and there are plenty of how-to videos to walk you through it. You don’t have to turn to your mechanic or dealer to make it work if you know what you’re doing. If you have any doubts, don’t let your ego get in the way and ask for help—a job well done is perfectly worth it. Note that the tech who did the installation explained that he set up my grips with the cable’s elbow upward rather than downward like you see most people do. That's why they look upside down. He said that it's to make sure that the elbow doesn’t get in the way of my brake lever when I have the throttle fully opened. My dealer gave me two installation options: hook the system to the battery or the starter. The difference is that if you connect the grips to the starter, once you turn the bike off, it cuts power to the grips and doesn’t drain the battery. The grips can only be activated when you turn on the ignition. If you connect them directly to the battery, you have to remember to turn off the heater before walking away. The new-generation Oxford Heaterz Premium grips do have an Intelligent Heat Controller feature that shuts the system off completely after a few minutes of immobility (yes, immobility) which is great if you tend to forget, but it can still take a bit of a toll on the battery. Toasty! The grips come with a little control panel that’s easy to mount to the handlebar. It allows you to choose between the five heat settings, from 30% up to 100%. In 40-degree weather on the highway, in the maximum setting, the grips managed to keep my fingers from freezing and going numb. Within a few minutes of turning the heating system on, I can already feel the heat, and that 100% setting becomes insanely hot (up to 122 degrees according to Oxford) which is lovely when you’re cold. Keep in mind, however, that the system isn’t foolproof. Unless you also have handguards to cut the wind, the cold air still seeps through the gloves anyway and cools the top of your hand and fingers. The grips ensure that your hands don’t turn into popsicles and that you don’t lose precious dexterity. For reference, I bought a pair of weatherproof gloves designed specifically to work with heated grips that isn't padded inside the hand. It’s not a necessity, as the heat will eventually radiate through any type of glove, but it likely contributed to the grips’ efficiency. If like me you don’t have access to a garage on a daily basis, the good news is that the controller and the grips are waterproof and the wiring is protected by the rubber sleeves. I do leave a tarp on my bike overnight to keep most of the rain off, but if you don’t even have that option, your heated grips will be fine anyway. The one small downside to having the Oxford Heaterz instead of the Honda system is the wiring. Everything is neatly tucked inside PVC sleeves so your handlebar doesn’t look like a hot mess. However, keep in mind that if your bike sleeps outside, when things get cold, so does the PVC. I’ve had an instance when the sleeve rendered rigid by the cold, pushed against my throttle, and kept it from springing back. I needed to manually close the throttle. I initially thought it had something to do with the spring, but when on the following (warmer) ride, things were back to normal, I deduced it had to do with the materials. It’s annoying, but that’s a compromise you make when you opt for the more affordable but not as well integrated alternative for a bike that spends its nights outside. At least, that's one I'm willing to make. Ultimately, however, for $90, those grips are doing a fine job. I will eventually add a set of handguards which will likely do a world of difference but until I do, the Oxford Heaterz Premium hand grips are one of the purchases I made for my new bike that I’m most satisfied with. As of November, 2020, the season is still going strong. Let's block ads! (Why?) Source

I recently bought a motorcycle and one of my priorities, aside from heated grips, was to hook myself up with some decent luggage. Fixed luggage solutions such as top cases and panniers are awesome and a life achievement (for me) but darn can they be expensive to buy right off the bat. Of course, once you have it set up, it lasts you a lifetime, so, all things considered, it’s a small price to pay. However, considering initial expenses right out of the dealer are an expensive reality, I was looking for something more affordable to get started and that I would eventually be able to pair with my future set of panniers. I wanted something versatile, easy to carry off the saddle, easy to attach to the bike, and above all, waterproof. Not water-resistant; waterproof. I’ve done my fair share of traveling in the rain to know that "resistant" never cuts it. After doing some shopping, reading a couple of reviews, and watching a few videos, my heart was set on a SW-Motech Drybag. I made that choice for two main reasons. First, the Drybag collection is tough as nails and seriously waterproof. Second, all the bags in the collection are designed to work together and be fastened to one another. That meant that I could buy one bag for starters and could eventually upgrade to a second one when I needed more space. The cherry on top is that all the bags are affordable (under $190 for the biggest one in the lineup). That’s my kind of hat trick. I got my hands on the 350 model for starters. It looks slightly bigger than a weekender but has an impressive capacity. We’re close to a bigger on the inside than on the outside situation here. I'll eventually buy one of the bigger models to increase the storage capacity for when we’re allowed to travel around more freely and I’ll be able to take longer trips. For now, the 350 is a great, versatile size to pack for three or four days. Packs sideways or lengthwise. There are eight models in the Drybag collection. The naming convention for the different bags is pretty straight forward: it all has to do with the capacity (in liters). There’s the Drybag 80 which is a small tail bag that can also be attached to a side mount and that turns into a messenger bag. Its capacity is rated at 8L (2.1 gallons). The Drybag 250 and 450 are cylindrical, roll-end bags with a respective capacity of 25L (6.6 gallons), and 45L (11.9 gallons). The Drybag 180, 260, 350, and 600 models act more like duffle bags with handles and a shoulder strap. Their respective capacity is quoted at 18L (4.8 gallons), 26L (6.9 gallons), 35L (9.2 gallons), and 60L (15.9 gallons). Finally, there’s the Drybag 700 which is a u-shaped tail/side bag with a capacity of 70L (18.5 gallons). As I said earlier, the Drybag collection’s coolest feature is that the bags can be combined. In addition to the clips that attach to the loop straps, the bags have an additional set of four clips that allows the user to stack the bags up and anchor them to one another. As far as I know, you can stack up as many bags as you please, though, let’s be real here, at some point you might want to consider sizing up rather than piling four or five bags up and travel around with a Tower of Pisa behind you. The material is thick PVC which is 100% waterproof. I ran my bag under the faucet for a few minutes and it showed no signs of seeping in. The seams are sealed and welded as well, which means there’s no “weakness” in the build that lets water or dust in. Like water off a duck's back. The opening is a classic roll-top, which means that instead of a zipper or some sort of closure that could potentially let water in, you close the bag by closing the rim shut (attached with Velcro) and then rolling it down. SW-Motech recommends you give it three rolls to ensure the bag is properly sealed. You then clip the corners of the bag on the sides to keep it closed. As I mentioned, the 180, 260, 350, and 600 models turn into duffle bags so their design also includes a pair of soft handles and a shoulder strap that you can remove. I personally just tuck it in the same sleeve as the handles so that it doesn’t go flying behind me. My bag came with a set of four loop straps that are easy to attach to any anchor point you can find on your bike. You have the option of installing your bag sideways or parallel with the seat, depending on how big the pillion is and on whether you have a luggage rack. There are reflectors on the sides of the bag for added visibility, even when the bike’s lights are shut. Because the bag is pretty much a big pouch and I have an infinite need for things to be organized, I use packing cubes inside to keep everything nice and tidy. Sturdy much? After using my Drybag a few times, I can say that I absolutely love it and I’ll definitely add to my collection later on. Whether I end up getting my dream panniers or not, the bags will remain a relevant component of my luggage system and the perfect way to adjust my luggage capacity to my needs. Pricing for the SW-Motech Drybag collection varies between $86.95 for the Drybag 80 and $188.95 for the 700. The Drybag 350 I got is priced at $101.95. The bags come in a standard grey and black colorway but some of them are offered in a bright yellow high-visibility version. If you’re looking for a more “integrated” luggage system, this isn’t it, but if you like the idea of a luggage system that you can easily take off the bike and modulate to your needs, this is a great and relatively affordable option to consider. [embedded content] Let's block ads! (Why?) Source

The quest for the ultimate lightweight and affordable daily motorcycle backpack has taken me far and wide. From lightweight hiking backpacks to motorcycle-specific packs, I’ve struggled to find just the right backpack that fits my purpose and style. Everything else was either too large, too small, too floppy, or too ugly. For reference, I carry my laptop, a multi tool, my trusty tumbler of coffee, an extra t-shirt, and an extra visor with me everywhere I go. It wasn’t until browsing on Revzilla that I noticed this backpack from GIVI which immediately caught my attention. Being a sporty rider myself, I find my tastes gravitating towards more clean and streamlined designs, as opposed to the rugged styling of retro and adventure riders. That being said, the GIVI EA104 Easy Range backpack ticked all the boxes in terms of styling. For starters, the backpack has a very slim profile complemented by subtle styling. Its oval shape makes it a perfect match for sport and naked bikes, and its main compartment makes for easy access even for gloved hands. As far as storage space is concerned, the GIVI EA104 Easy Range backpack, when expanded, sits at around a 17 liter capacity. Given all the things I carry around, I barely ever need to access its additional storage by unzipping the expandable section. Inside the main compartment, things are subdivided into tidy sections for you to keep your stuff organized. It comes standard with a dedicated laptop sleeve with a strap to prevent your laptop from getting all shaken up inside the bag. A small sleeve in front of the laptop compartment is perfect for housing smaller gadgets like tablets, or small books and notebooks—if those things even still exist. Towards the forward section of the main compartment is a netted sleeve perfect for housing your frequently accessed belongings such as your wallet and mobile phone. Of course the main compartment in itself is large enough to carry a full change of clothes. You can even fit a pair of sneakers in there if you expand the bag to full capacity. An extra visor fits perfectly at the bottom of the bag as it follows the backpack's contour. Do note that the bag doesn’t come with a built in visor sleeve, so you’re going to have to source one separately, if you carry a spare visor around with you. [embedded content] Apart from the main compartment and all its sub compartments, the bag doesn’t come with any external pouches and sleeves. It does however come with a water repellent raincoat which is accessible from a zipper at the top of the bag. The rain coat is then secured by Velcro straps and a double-d ring contraption at the bottom of the bag. Having tested this bag in all weather conditions, the bag itself is water resistant without the raincoat—so deploying the raincoat will surely keep your belongings dry for a good period of time. Another nifty feature the GIVI EA104 Easy Range backpack offers is an expandable helmet compartment. Accessible from a compartment at the base of the bag, it features an elastic helmet pouch with adjustable straps guaranteeing a perfect fit for all types of helmets. It then securely snaps onto locking rings at the top and the sides of the backpack for a snug and secure fit. Ergonomically speaking, GIVI has done a great job in creating a backpack that feels extremely lightweight, so much so that you could forget that you were actually wearing one. Perhaps it could have benefited from a vented rear section on hot summer days, but at its $73.80 price point, I’m not one to complain. Another plus for the GIVI Easy Range backpack is the fact that it comes with both chest and waist straps ensuring a snug fit. I’ve ridden on some rough terrain and even tackled a few jumps wearing this backpack, and I didn’t even feel as much as a shift in weight coming from it. Overall, this has quickly become my go to backpack for my daily commutes to and from work, and even when I’m not on two wheels. Let's block ads! (Why?) Source

Everything is smart these days. From disc locks to air vests to traffic signs, these “smart” devices employ cutting-edge technology to provide the utmost safety and convenience. Out of all the equipment that you would want to be smart, it should be the helmet that helps keep you smart. While industry juggernauts like Shoei and Sena join the smart helmet game, startups make up the majority of the field. One such brand is Dallas-based Quin Design and the company just added a new colorway to its Ghost smart helmet range. Joining the Ghost Umbra and Ghost Zero, the Ghost Double Zero shares the same Bluetooth and GPS technology found in its counterparts. The patented Intelliquin detection system automatically alerts emergency services in the event of a crash and the Quin SOS feature allows users to deploy an emergency beacon or initiate live-tracking. Aside from the safety systems, the Ghost also boasts a fully-integrated Bluetooth communication system. Even with the comm unit’s added weight, Quin’s flagship helmet tips the scales at 2.8 pounds. Of course, the carbon fiber construction contributes to the Ghost’s lightness and the brand highlights the material with each colorway. While the Ghost Umbra sports a glossy finish and red accents and the Ghost Zero goes matte with yellow graphics, the Ghost Double Zero takes a subtler approach. Quin offsets the matte-finished carbon fiber base with tonal black details and battleship gray logos. Quin Design Ghost Umbra Quin Design Ghost Zero Quin Design Ghost Double Zero All Ghost helmets meet DOT and ECE 22.05 standards and the patented Conehead EPS liner that helps manage extreme collisions. Along with the new Ghost colorway, Quin aims to release a Pinlock-ready clear shield and an optional dark smoke shield is already on the Ghost accessory list. Retailing for $659, the Ghost Double Zero competes with premium high-end lids, but if it’s protecting your noggin, maybe it’s worth buying something that’s “smart”. Let's block ads! (Why?) Source

It’s one thing to announce a new smart helmet, and completely another to put it into production. The good news is that Forcite seems to be doing both. Way back in July, 2019, we told you about the Forcite MK1 smart helmet. This ECE and DOT-certified smart helmet comes with an integrated Bluetooth comms system—and a fancy 1080P HD camera built into the chin bar. Since the company is based in Sydney, Australia, that was also the first country where the MK1 lid debuted. Only 1,000 helmets were planned for production in the first batch. As of October 18, 2020, all 1,000 of those lids are now shipping out to Forcite’s first customers. What does this mean for the company’s plans to start offering the MK1 in the U.S.? That’s unclear from the information Forcite has put out so far, but we’ve reached out for clarification. If and when they update us about any such plans, we’ll update this piece to include that information. Forcite also mentioned on its social media channels that it plans to make additional announcements about future helmet production later this week. At this point, we don’t know if those plans include additional MK1 availability, or future helmet designs, or what—but if you’re curious to see what the company has planned, you may want to follow them to see what’s up. Once these helmets are out in the wild, we’ll hopefully start to see what actual riders like and dislike about them. Basic stuff like helmet build quality, comfort, and noise level are obviously important. However, we also want to know about stuff like the user interface, and what the video and audio quality are like. Will the reality live up to all of its potential? Here’s hoping that’s the case. Sources: YouTube, Instagram, Facebook Let's block ads! (Why?) Source

It’s one thing to announce a new smart helmet, and completely another to put it into production. The good news is that Forcite seems to be doing both. Way back in July, 2019, we told you about the Forcite MK1 smart helmet. This ECE and DOT-certified smart helmet comes with an integrated Bluetooth comms system—and a fancy 1080P HD camera built into the chin bar. Since the company is based in Sydney, Australia, that was also the first country where the MK1 lid debuted. Only 1,000 helmets were planned for production in the first batch. As of October 18, 2020, all 1,000 of those lids are now shipping out to Forcite’s first customers. What does this mean for the company’s plans to start offering the MK1 in the U.S.? That’s unclear from the information Forcite has put out so far, but we’ve reached out for clarification. If and when they update us about any such plans, we’ll update this piece to include that information. Forcite also mentioned on its social media channels that it plans to make additional announcements about future helmet production later this week. At this point, we don’t know if those plans include additional MK1 availability, or future helmet designs, or what—but if you’re curious to see what the company has planned, you may want to follow them to see what’s up. Once these helmets are out in the wild, we’ll hopefully start to see what actual riders like and dislike about them. Basic stuff like helmet build quality, comfort, and noise level are obviously important. However, we also want to know about stuff like the user interface, and what the video and audio quality are like. Will the reality live up to all of its potential? Here’s hoping that’s the case. Sources: YouTube, Instagram, Facebook Let's block ads! (Why?) Source

Motorcycle intercom systems are perhaps one of the most useful things out there, especially if you’re one to frequent group rides. They’re one of those things that, once you’ve gotten a taste of, you can’t imagine riding without. There are quite a few well-known name brands out there, but one thing they have in common is their astronomical price. Your typical range-topping comms system, such as the Cardo Packtalk Bold, will set you back a sweet $339—quite a bit of money especially for beginning riders, or those on a tighter budget. However, a new player in the motorcycle intercom game seeks to make a reliable, high quality setup more attainable to the riding majority. Backed by Sena technology, Parani has introduced the M10, a lightweight, sleek, and easy to use comms system. It uses the same speaker and mic system as Sena—and the best part? It costs just $59.95 USD. It boasts the same ease of use as its upmarket counterparts such as automatic and seamless phone pairing, and easy-to-set up communications with up to 3 other devices. Apart from that, the manufacturer claims a total of 6 hours playback battery life. Now, on paper, all this sounds pretty solid given the price point. But I’m not one to blindly trust what the manufacturer says. It just so happened that I’ve been in the market for a comms system, but the astronomical price point saw me prioritizing other things first. Alas, when I got word of this new product backed by Sena, I went right ahead and bought a set for my helmet. Right off the bat, I was very impressed with the sound quality of the speakers, as well as the crispness of the microphone. A friend of mine also bought one for his helmet, and setting up the intercom was pretty straightforward, although not as instant as I was made to believe. We had to wait a good 20 seconds before the two devices paired together. Automatic phone pairing, on the other hand, is seamless and instant. The next day, we immediately tested the Parani M10 on a 150 mile ride out of town. Advertised with 6 hours of continuous operation, we were surprised to see it still displaying full battery even after 4 hours of continuous use. After parting ways with my buddy, I had another hour-and-a-half ride back to my place wherein I continuously played music on my way home. To my surprise, it still displayed a full battery. As far as connectivity is concerned, it takes a few hundred meters before the connection to your riding buddies starts getting wonky. If you’re a slowpoke and get left too far behind, the pairing is lost all together, and the device reverts back to music automatically. It subsequently reconnects you to your group once you’re within close proximity. Granted it’s nothing like the mesh systems found in high end comms systems, but again, given its price point, I wasn’t complaining. The Parani M10 makes use of an ergonomic jockey wheel to adjust volume and cycle between tracks. The same jockey wheel can also be pressed to toggle pause and play function, as well as shift from music to comms. I never got to test out the built in FM radio—but then again, who even listens to the radio these days? Charging is done via a USB type-C, and takes around 2 hours to fully charge. Overall, the Parani M10 could quite possibly be the best low-priced comms system out there. Its enticing price point makes it hard for me to fault it, and its ease of use and quality fit and finish make it look and feel like a premium setup. Let's block ads! (Why?) Source

Motorcycle intercom systems are perhaps one of the most useful things out there, especially if you’re one to frequent group rides. They’re one of those things that, once you’ve gotten a taste of, you can’t imagine riding without. There are quite a few well-known name brands out there, but one thing they have in common is their astronomical price. Your typical range-topping comms system, such as the Cardo Packtalk Bold, will set you back a sweet $339—quite a bit of money especially for beginning riders, or those on a tighter budget. However, a new player in the motorcycle intercom game seeks to make a reliable, high quality setup more attainable to the riding majority. Backed by Sena technology, Parani has introduced the M10, a lightweight, sleek, and easy to use comms system. It uses the same speaker and mic system as Sena—and the best part? It costs just $59.95 USD. It boasts the same ease of use as its upmarket counterparts such as automatic and seamless phone pairing, and easy-to-set up communications with up to 3 other devices. Apart from that, the manufacturer claims a total of 6 hours playback battery life. Now, on paper, all this sounds pretty solid given the price point. But I’m not one to blindly trust what the manufacturer says. It just so happened that I’ve been in the market for a comms system, but the astronomical price point saw me prioritizing other things first. Alas, when I got word of this new product backed by Sena, I went right ahead and bought a set for my helmet. Right off the bat, I was very impressed with the sound quality of the speakers, as well as the crispness of the microphone. A friend of mine also bought one for his helmet, and setting up the intercom was pretty straightforward, although not as instant as I was made to believe. We had to wait a good 20 seconds before the two devices paired together. Automatic phone pairing, on the other hand, is seamless and instant. The next day, we immediately tested the Parani M10 on a 150 mile ride out of town. Advertised with 6 hours of continuous operation, we were surprised to see it still displaying full battery even after 4 hours of continuous use. After parting ways with my buddy, I had another hour-and-a-half ride back to my place wherein I continuously played music on my way home. To my surprise, it still displayed a full battery. As far as connectivity is concerned, it takes a few hundred meters before the connection to your riding buddies starts getting wonky. If you’re a slowpoke and get left too far behind, the pairing is lost all together, and the device reverts back to music automatically. It subsequently reconnects you to your group once you’re within close proximity. Granted it’s nothing like the mesh systems found in high end comms systems, but again, given its price point, I wasn’t complaining. The Parani M10 makes use of an ergonomic jockey wheel to adjust volume and cycle between tracks. The same jockey wheel can also be pressed to toggle pause and play function, as well as shift from music to comms. I never got to test out the built in FM radio—but then again, who even listens to the radio these days? Charging is done via a USB type-C, and takes around 2 hours to fully charge. Overall, the Parani M10 could quite possibly be the best low-priced comms system out there. Its enticing price point makes it hard for me to fault it, and its ease of use and quality fit and finish make it look and feel like a premium setup. Let's block ads! (Why?) Source

Similar to adventure bikes, adventure riders require gear that’s suited to various conditions. While dirt bike boots tout the utmost protection, they offer little in all-day comfort and walkability. On the other hand, standard riding boots may be easy to live with off the bike, but won’t deliver the type of ankle support one needs off-road. To outfit riders with the appropriate amount of protection and comfort, KLIM announced the new Adventure GTX Boots to meet all that adventure riding demands. Whether off-road or on the asphalt, ADVers tend to log a lot of miles in the saddle. Those long days typically leave one's dogs barking by the time the tent is pitched and the Idaho-based company wanted to maximize the rider’s enjoyment without sacrificing safety. As a result, the Adventure GTX Boots can handle long days on the pegs, nature hikes, and of course, the casual stroll to the local Starbucks. To handle the rugged terrain, KLIM outfitted the GTX with rugged materials like a grippy Michelin sole and GORE-TEX upper. The construction keeps out moisture, helps evaporate sweat and provides sure-footing on the bike or in the gravel. The combination of the ankle buckle, Velcro, and KLIM’s BOA fit system makes sure that the boot stays in place through the gnarliest ruts while not restricting the foot's natural movements. On the inside, the adventure boots are a lot less rough and tumble. Featuring an Ortholite insole, the GTX pairs inner comfort with multiple flex zones for walking comfort. Of course, the impact pucks, reinforced panels, and polycarbonate lasting board help shield the feet from harsh conditions and preserve all that plush lining. For those gearing up for some fall and winter adventuring, the Adventure GTX Boots retail for $449.99. Currently available at KLIM’s website, the boot comes in Stealth Black and Asphalt/Hi-Viz colorways. Let's block ads! (Why?) Source

Motorcyclists have a variety of lean angle measurements at their disposal. For instance, peg feelers are early indicators that you’re reaching optimum lean on a cruiser. Knee pucks serve the same function on a sportbike. Of course, crashing is also a form of measurement, but most of us would like to avoid collecting data that way. To that point, German electronics brand X-Log wants to help riders safely reach their full potential with the KurvX lean angle indicator. All riders know that there’s a large gap between fully-upright and touching down on the tarmac. Attaining the knowledge, skills, and confidence required to slide knees, or even elbows, takes time, practice, and patience. For most, it’s a nebulous process that heavily relies on “feel” and micro-doses of panic. X-Log believes that the KurvX can help demystify the long and arduous road to maximum lean angle by collecting data and helping the rider progress incrementally. Wired to the motorcycle's battery and mounted on the handlebars, the device measures current acceleration and incline values and compares those data points to the rider’s previous high/low marks. Once the user exceeds their past lean angle threshold, the KurvX’s LEDs flash as a warning. The flashing intensifies if the bike banks even further and illuminates continuously when lean angles are no longer safe. With the step-by-step approach, users can exceed their limits in a comfortable manner with the device alerting them to each misstep, plateau, and achievement. Aside from the warning system, the KurvX displays the lean angle the rider reached on the previous curve and reports full data when paired with an Android device. Using Bluetooth 4.0, the indicator relays vital figures to a smartphone or tablet running the KurvX app. Armed with that information, riders can evaluate areas for improvement and attack them in a controlled manner. Unfortunately, those with iPhones will have to wait a little longer for the KurvX app, as X-Log is currently developing a version for the iOS platform. At €249 ($292 USD), the KurvX is an affordable and safe way to increase one’s comfort and ability on a motorbike. Perfect for beginning street or track riders, the device enables riders to know their limits with concrete data and visual feedback. The KurvX may just be another lean angle measurement at our disposal, but it sure is cheaper than a set of plastics, new leathers, or a totaled bike. Let's block ads! (Why?) Source

Alpinestars took the occasion of the 2020 French MotoGP round at LeMans to introduce its newest Supertech R Limited Edition model. Designed for hometown hero Fabio Quartararo, the El Diablo 20 is black, gunmetal, and red all over. If it seems like it was just last week that we told you about the Haga Limited Edition Supertech R boots, you’re completely correct. While they both have the same Supertech R construction and protective features to do all the heavy lifting of keeping your feet both safe and fast, it’s all about which racer-derived look suits your particular aesthetic. The Supertech R boots feature a lightweight compound rubber sole, designed to enhance both grip and feel while riding. Microfiber and TPU dominate the construction, which also has a redesigned front flex area to combine comfort with protection. A TPU and aluminum toe slider is both replaceable and easily attached with a simple screw setup. These boots also feature the bio-mechanical ankle brace found in all Supertech Rs. It allows all the natural movement you need for racing, yet will also keep your feet and ankles secure in the event of a crash. 7 Photos Quartararo was named MotoGP Rookie of the Year in 2019, and although 2020 has been weird for plenty of reasons, his top tier race career is still growing. With three wins so far this year, Quartararo is currently in first position in the MotoGP World Championship. Can he keep up his momentum? Only time will tell. Will these limited-edition boots sell out before or after the championship is decided? That’s another mystery. If you need these boots in your life, MSRP is $529.95, and they’ll be available in Euro sizes 42 through 46. They are currently listed as “Coming Soon” on the Alpinestars website, and there’s a link to sign up if you want to be notified when they’re in stock. Source: Alpinestars Let's block ads! (Why?) Source

The New England Riders Vermont Foliage Dirt Ride is one of the highlights of the year for me. It's a day trip meandering through beautiful scenery at the most colorful time of year, and 80 percent of the ride is on dirt roads. I was having a wonderful time until we approached a stop sign on a sand-covered paved road. I misjudged the road surface and applied too much front brake, locking the front wheel. I went down hard at about 25 mph. Even while my bike and I were still sliding down the road, I swore to myself because the bike had fallen on top of my right foot, which I just had surgery on in April. I hoped this crash didn't undo all that work, even while the crash was still happening. I also realized that my head-to-toe riding gear was doing its job, preventing any additional pain from road rash. It's amazing how much you can think when you're in the middle of a crash. It's not like you have anything else to do, being out of control and all. When I finally came to a stop, I reached over and flicked the engine kill switch. They don't like to run when they're tipped over on their side. I was in the middle of a group of seven riders, and I could hear the people behind me honking their horns at the people in front, unaware of my crash. I extracted my foot from under the bike, thankful that I'd worn my motocross boots instead of my touring boots despite knowing the route didn't include any difficult dirt. Ironically it was the pavement that got me instead. By now the others had gotten off their bikes and gathered around me. I felt a bit lightheaded as my body began going into shock from smacking the pavement. I knew not to leap to my feet, in part because I didn't know if I'd rebroken my foot. I drank some water since I was suddenly very thirsty. The others picked up my bike and parked it. I was lying in the middle of the road, which isn't the safest place to be. Someone found a porch chair from somewhere, and two of the guys helped me into it. That's when I got particularly faint. The next thing I knew everyone was staring at me. Apparently, I'd passed out for 30 seconds. That's when the decision was made to call 911. I didn't argue. The ride leader assured me that he would take care of getting my bike to his place where I could pick it up later, so that was one less thing for me to worry about. My ambulance wasn't nearly this cool. A nearby EMT was the first to arrive on his own, before the ambulance. He checked me out and got my info. A fire truck arrived soon after, not that there was any fire, but a fire truck and ambulance usually go hand-in-hand. They left once the ambulance showed up. EMS checked me over again, more thoroughly this time. They asked me questions to determine how coherent I was, such as what day of the week it is and who's the President. They moved me onto a stretcher and rolled me into the ambulance—my first ride ever. Since I was coherent, I unlatched my right boot so they could remove it and check out my foot. It was swollen but there was no more obvious damage than that. One of the crew set up a splint for it, while another hooked up the blood pressure and oxygen saturation monitors. Everyone was asking me questions about what hurt, where, how much, what kind of pain, and so on. Besides the foot, my palms and wrists hurt, since I had instinctively tried to catch my fall despite the gesture being useless under the circumstances. My head didn't hurt, and a lack of scratches on my helmet indicated that I did not hit it when I crashed. A Vermont state trooper came into the ambulance. He just wanted to get my info and a brief description of the crash. I'd broken no laws and caused no damage to anything but my bike and me, so it was merely a formality. My riding group, who had stayed with me the entire time, had already given him most of the information he needed. He did want to see my insurance card, which was on the bike, and I was in no position to walk over and get it. I gave him permission to go into my luggage and find it. Normally I'm not a fan of letting a cop go through my stuff, but this was a reasonable exception, and the other riders helped him. We took a slow, gentle ride to the hospital. There were no flashing lights or sirens because my condition was not severe. Once at the hospital, though, I was rushed straight into the trauma room. Apparently the words "motorcycle crash" make you a top priority. They picked me up and moved me from the stretcher to a bed, hooked up their own monitoring equipment, and asked me tons of questions all over again. Fortunately, they did not cut my clothes off, realizing that gear is expensive. It turned out that my nurse was a Harley rider. She understood exactly what happened and translated it for the others so I didn't have to. The rest of the experience was much like any other emergency room visit. I got a bunch of x-rays on my foot and both hands and wrists. The exciting news was that nothing was broken, and my heel repair from April was still intact. I am convinced that without my motocross boots I would have broken a bone and/or reinjured my heel. These boots saved my foot. As with the ambulance, once the emergency room staff determined that I was not an emergency after all, things slowed down to a more leisurely pace. The biggest delay was only caused by the fact that my girlfriend had to drive two hours to come to pick me up. One of my friends on the ride kept in close touch by text message to get updates. Everyone on the ride was concerned for me. Another friend sent me a picture of my bike packed up in the ride leader's truck, safe and sound, to ease my mind. The standard rule of "don't touch someone's bike without permission" goes out the window in a situation like this, and I was happy about that. While my foot wasn't broken, it was still crushed in the fall, so I wasn't walking out of there. They gave me a pair of crutches, which I'm all too familiar with using from earlier this year. Fortunately, I'd only be on them a matter of days, not weeks or months like before. Later in the week I borrowed a trailer and drove back to Vermont to pick up my bike. The front end is a little out of alignment, but that's just a simple adjustment to fix. It's a KLR 650. You could hit it with a meteor and probably still ride it afterward. In fact, the bike fared better than I did in the crash. Yet I still got off particularly easy for what I'd been through. I had two things going for me: good gear, and good people who took excellent care of me. That includes everyone from the group I was riding with, to the EMS crew, to the hospital staff, to everyone involved with the ride who brought my bike to a safe place. After this experience, I can't stress enough the importance of good gear. When I inspected it afterward, I couldn't even find any signs of abrasion. When I reviewed the Rev'It Prometheus jacket last year I never thought I'd put it to this kind of test, but it passed with flying colors. So that's what it's like to crash. In 20 years of riding, this was my first significant one, not including parking lot tip-overs and dropping my KLR on trails. I'll be glad to wait another 20 years for the next one, or preferably longer. The worst part, for me, was not knowing what was going to happen. Now you know, and knowing is half the battle. Let's block ads! (Why?) Source

Technology can be a polarizing topic for motorcyclists. While advancements in GPS tracking, g-force detection, and telemetry help riders in dire situations, some feel that technology can be used as surveillance and provide evidence of wrong-doing. Whatever side of the spectrum you occupy, the Motobit Sentinel provides fertile ground for debate, as the wearable device continuously records road conditions and rider data to provide hazard warnings. Founded by two motorcycle enthusiasts, the Austria-based Motobit company developed the Sentinel for over two years. The smart wearable uses Bluetooth connectivity to communicate with the Motobit app on the user’s smartphone. Placed in a pocket, on the wrist, or secured on a belt, the device uses haptic feedback to alert the rider or provide reminders. When two or more Sentinels are paired, the system will alert the leader if any group members are falling behind or potentially crashed. Those monitoring and location properties also allow the Sentinel to provide suggestions on the fly. Using tracking algorithms to assess the rider’s capabilities, the road ahead, as well as the local speed limit, the wearable can recommend a suitable riding speed. While most will balk at the Sentinel’s training-wheels treatment, it could prove useful to those riding near speed traps or speed camera zones. Of course, Motobit utilizes its technology to equip the wearable with the ability to contact emergency services. The Sentinel will call a nominated contact or emergency dispatchers if the device’s g-force sensors detect a crash. Luckily, users can override the feature if they simply dropped their bike or require no assistance. If you’re interested in the Sentinel, you can back the campaign and pre-order a unit on Motobit’s Indiegogo page. Like many modern doodads, the Sentinel leans on advanced monitoring and tracking technology to provide added security. Whether you see the value in digital assistance or prefer a more analog experience, it’s not hard to see the benefits of the Sentinel. The real question is whether you feel you yourself need it or not. Let's block ads! (Why?) Source

Cardo Systems has been in the Bluetooth-powered ear candy business for almost 20 years now. Founded in 2003, the company's first product—the Scala—was a Bluetooth earpiece designed to be used with contemporary cell phones. In 2004, Cardo released the Scala Rider, the world's first Bluetooth headset built specifically for motorcycle helmets. From there, the company went on to pioneer long-range Bluetooth intercoms, headset music sharing, and the extremely handy Dynamic Mesh Communication system. Nowadays, Cardo is a world leader in motorcycle comms technology, with six products spread across two lines—Freecom and Packtalk. The lower-priced, entry-level Freecom line—Freecom 1+, 2+, and 4+—offers quality sound and a good selection of features at a reasonable price. The fancier, more fully-featured Packtalk line—Slim, Black, and Bold—features DMC tech, JBL speakers, extended range comms, and all sorts of bells and whistles. Personally, I've had a Freecom 4+ for a while now and I've been impressed with it (it features the JBL speakers, too). So, when Cardo called me up and offered to let me test the Backtalk Black, I was more than willing to give it a chance. After installing it in my new Arai Corsair X, I took the Packtalk Black out and ran it through its paces while shooting photos of our long-term Indian FTR1200 review bike. So, how is it? Let's have a look. What's In The Box? Cardo's Packtalk Black is a special, blacked-out edition version of the company's top of the line Packtalk Bold. Like all of Cardo's products, it comes in a thoughtfully-designed package (seriously, I love Cardo's presentation) with everything you need to install the unit in your favorite lid. Along with the Packtalk unit itself, the kit comes with two mics—one for full-face helmets and a boom mic for open-face and modular lids—two mounting options (permanent and clip-on), charging cables, various manuals, and the speakers. Like the rest of the Packtalk line (and the Freecom 4+) the Black comes with fancy shmancy JBL-designed speakers. The Black's big 45mm drivers come with foam covers and Velcro-backed spacers which allow you to fit them properly to your lid. The sound quality is excellent, which I've come to expect from Cardo's offerings. The speakers' dynamic range is impressive, especially considering their intended use inside a noisy, windy environment, and you can actually hear your music's midrange and low-end. With Cardo, you hear more than the hi-hat, snare, lead guitar, and the singer's falsetto range. What's in the box? The unit itself is larger than I expected; definitely bigger than my compact Freecom unit. It's a solidly-built, gloss-black trapezoid with a center-mounted LED and some matte-black detailing and an extremely subtle Cardo logo printed in dark, dark gray. (Packtalk BLACK, get it?). The bottom-mounted micro-USB charging port is covered by a rubber plug, and there's a pop-up antenna for the intercom along the unit's top. Unlike its competitors—and its Freecom cousins—the Packtalk Black is completely waterproof. With an Ingress Protection Code of 67, the unit can stand up to dusty or gritty environments, mud, sand, and can even be completely submerged and still keep working. That kind of hardcore protection means you can ride through the pouring rain or do a bit of offroading (or a lot, I'm not one to judge) and not worry about destroying your comms system. Fully Featured The Packtalk Black's suite of features can be broken down into two general categories—audio and intercom. The audio category includes the unit's ability to sync to a user's smartphone, its control over smartphone functions such as music, phone calls, and navigation, and various sound and volume settings. Intercom is, as it says on the tin, the unit's ability to connect via Bluetooth or DMC to riders within a given range. Since I'm primarily a solo rider, even in non-global pandemic times, my experience with the Packtalk Black was limited to its audio features. Syncing your phone to the unit is no more difficult than pairing any other Bluetooth accessory. Once connected, Cardo's Cardo Connect app allows you to customize your listening experience and keep your unit updated with the latest firmware. Once paired up and running, you can control the unit via voice commands (which I'll talk about in a sec here) or through the unit's physical controls. The Black's physical controls are extremely simple. The three small buttons on the unit's face control most of the Black's functions—power, connections, radio controls, etc. Instead of a scroll wheel, the Black features a large, rubber-coated cylinder as its multi-function scroller/button. Its size and location on the unit's rear make it super easy to locate and use with riding gloves on, and the soft ratchets built into its mount provide just enough feedback to let you know its working. The Natural Voice command system is, unfortunately, a mixed bag. Like other comms units I've used, from both Cardo and other manufacturers, you allegedly only need a simple greeting—in this case, "Hey, Cardo!"—to activate voice commands. The problem I ran into is that half the time the unit can't hear what I'm saying. When I'm sitting at idle—or, better yet, when the bike's off and my surroundings are quiet—the Packtalk always responds to voice commands. With just a little bit of engine or wind noise, though, forget about it. I occasionally got the Packtalk to listen to me by cupping my hand over my helmet's chin bar to block the wind, but even that wasn't a guarantee. What I'm saying here is that the Packtalk's voice command system listens about as well as my kids do, and is just as infuriating when it ignores me. Shaky voice command capabilities aside—and, honestly, it's not that big a deal for me—the rest of the Packtalk Black's suite of features is pretty, well, sweet. When paired with your phone you can listen to music (either streaming or radio), take calls, follow your navigator's instructions, and get all the other infotainment goodness you expect out of a comms system. You can even share music and calls with a passenger or with any rider within comms range. The sound, as I mentioned earlier, is stellar and the benefits of Cardo's partnership with JBL are clear. General listening volume can be adjusted by your phone and the unit, and you can even enter custom volume levels for different features—voice commands/announcements, notifications, radio, etc.—in the Cardo Connect app. Once your volume settings are locked in, Cardo takes it a step further with its automatic volume system which increases or decreases volume based on external ambient noise. That technology is pretty common on car stereos nowadays, but this is the first helmet comm system I've used that has it. It's a simple thing, but it always puts a smile on my face when I roll on the throttle and my music volume increases with my revs. I didn't get to test out the Packtalk's intercom systems because, you know, I'm a loner, Dottie. A rebel. Anyway, even though I don't really have an opinion on the intercom features I can still tell you a bit about it. The Packtalk's intercom can connect with up to 15 riders out to a range of roughly one mile and has a 13-hour talk time. Cardo claims that's the longest real range in the business, and I have no real reason to doubt it. You can play music over the intercom and pipe calls through it, which is a neat feature but not one I would get a lot of use out of. The unit can also connect to any big-name Bluetooth comms system, which means that not everyone in your group needs a Cardo to be involved in the conversation. While it can communicate via Bluetooth, the Packtalk's real party trick is Cardo's Dynamic Mesh Communications. Instead of Bluetooth's rigid structure, DMC allows riders to come and go from a group chat without breaking the chat or needing to constantly re-sync. If you'd like to know more about how Mesh works and its various benefits, Cardo produced a helpful video you can check out. Denouement I was really impressed with how easy the Packtalk Black was to install and to use while riding. Its size and control layout are more intuitive than other comms units I've used, even other Cardos. It combines form and function in a good-looking, easy to use package. It also sounds great. I know I keep talking about the sound quality, but it's what I care the most about when it comes to helmet comms systems and it's why I keep coming back to Cardo. With an MSRP of $389.95 it's pretty dear, but it's definitely worth it. If you have the means, I highly recommend it. Let's block ads! (Why?) Source

“How is it October already?” you may ask. While this time of the year frequently sneaks up on us, the lack of annual motorcycle gatherings and races due to the coronavirus made the first nine months of the year feel nebulous and quite uneventful. Despite the social restrictions, motorcyclists have enjoyed less congested roadways (even if it was a bit naughty) and more track days. As Halloween decorations rollout and pumpkin spiced lattes return to menus, motorcyclists in the northern regions brace for colder temperatures. If you're not prepping your bike for storage and braving the frigid conditions instead, French apparel company Racer just launched the new IWARM heated vest to help withstand the “non-riding” season. Featuring a nylon outer shell and 100-percent polyester insulation, Racer’s IWARM shields the rider from cold weather while trapping in body heat. Along with its heat-retaining capabilities, the piece also touts a three-level 7.4-volt heating system. On the maximum setting, the IWARM operates for three uninterrupted hours while the minimum mode extends that time to seven hours. While in use, the system delivers additional warmth to two heating zones in the front and one in the back. Similar to Racer’s heated gloves, users can charge the vest before use or give it more juice on the go with one of Racer’s mobile charging kits. Though the brand markets the heated down vest as a jacket, the IWARM is a versatile piece that fits the bill on or off the bike and can easily transition to other activities such as cycling or hiking. Retailing for € 249.95 ($293 USD), Racer offers the IWARM jacket in small through extra-large sizes. Whether you wear the vest as a top layer or you toss a rain-resistant shell over it, the IWARM should keep your core toasty as we approach the winter months. At which point, we’ll ask incredulously, “how is it the end of the year already?” Let's block ads! (Why?) Source

Italian motorcycle gear maker Dainese is growing! At the end of September, 2020, the company announced that it acquired Italian bootmaker TCX. Dainese prides itself on offering motorcycle rider safety from head to toe, and this is a step toward consolidating that goal. AGV covers your head, Dainese covers your body, and TCX keeps your toes well protected. For those unfamiliar, TCX has been in the bootmaking business since 1999, when the Treviso-based technical footwear manufacturer first brought its Oxtar boots to market. At the time, it patented its Torsion Control System (TCS). The company changed its name to TCX in 2007, and has continued to broaden its approach to technical motorcycle boot design across various riding styles and functions up to the present. “Improving safety in dynamic sports has always been the Dainese mission,” said Cristiano Silei, CEO of the Dainese Group. “[We are] committing to ongoing research into innovative systems that protect athletes from head to toe. We are extremely proud of this operation. TCX shares with Dainese the passion for product and adds technical and development skills that are fundamental in motorbike footwear. I take the opportunity to welcome the TCX team. We cannot wait [to start] working together.” It’s unclear at this point whether TCX will maintain its current facilities in Montebelluna, or will be moving at some yet-to-be-determined point in the future. Since Dainese already makes and sells boots of its own, another thing that’s unclear is whether both brands of boots will continue, perhaps with the two marques targeting different segments of riders regarding both function and styling. In any case, Dainese is well regarded for its high quality and attention to detail, so there’s no reason to expect anything but the same standards from the group going forward. Sources: Moto.IT, Superbike News Let's block ads! (Why?) Source

Motorcycle jeans have come a long way in terms of protection, styling, and comfort—and the Pando Moto Kissaki Dyn 01 jeans I recently got to try are proof. While Pando offers unisex jackets like the Capo, it also offers different moto jeans cuts for men and women. The Kissaki Dyn 01 is a women’s moto jean, and it looks like the Steel Black 02 is the men’s version. Since I’m a woman myself, I’ll be reviewing the Dyn 01 today. They’re a slim-fit, mid-rise, Dyneema jean (at the 25 percent level) with deep front pockets that can fit a modern smartphone. They also have a metal ring up on the right side of the beltline, as well as a pleasing charcoal black color. As with the Kissaki Black jeans, there is a YKK zipper that Pando says is waterproof on one of the rear pockets. However, as I remarked with that previous pair of jeans, there’s no waterproof lining inside the pocket—so I’m not sure how much it would help in the rain. I have yet to test this theory, and will update if and when I do. The Kissaki Dyn 01s come with SAS-TEC TripleFlex CE armor included for both your hips and your knees. It’s super-flexible and virtually disappears when you wear it, unlike more solid types of armor. However, because it’s so flexible that it takes on the shape of the rider who’s wearing it, that means it can also quickly un-shape itself when it’s left to its own devices. I hang my riding jeans up when I’m not wearing them, and this knee armor has a tendency to bunch up a bit when it’s not on me. That’s easily solved with some adjustment when I put them on again, but it’s also an important thing to be aware of. You know how I mentioned above that they were “slim fit”? We’ll, they’re a bit slimmer than that. What’s slimmer than “slim-fit”? These jeans, apparently. I tried a different Kissaki variant in 2019 that was also slim-fit, and while both these pairs fit me well, the Kissaki Dyn 01s are just a little more tapered. Wanna know how I know? As I’ve discussed here previously, I’m between 5’3” and 5’4”, depending on how good my posture is at the time of measuring. Added to that, a 27” inseam is probably still slightly too long for me, but I make it work. Pando Moto women’s jeans come in two inseam lengths: 32 and 34. That said, their cuffs are made with the possibility of rolling them up to fit in mind—and, you know, for fashion. There’s a neat little bit of reflective seam tape just inside that cuff to enhance your visibility in traffic if you’ve rolled them. Nice. Since I wear over-the-ankle boots as a matter of course, you can’t generally see that reflective bit when I wear them. However, I can tell you that where the Kissaki Black jeans required me to pull the legs up slightly to get the rolled cuffs to fit inside my boots, the Kissaki Dyn 01s are definitely slimmer. How do I know? Because I can simply put my boots on and zip them up without having to pull the cuffs up because they’re digging into my ankles. They just … fit. (Now, I realize this is a situation that only a very specific set of very short riders who also wear over-the-ankle boots will probably face. However, it’s good information for those riders to have!) 8 Photos Super slim fit or no, they fit well and are very comfortable to wear both on and off the bike. They’re pleasant enough when it’s hot out, and perfectly fine when it’s cooler—though I do wear technical tights underneath to keep me comfy when I’m out on long rides. Since the armor pockets are made of a nice, smooth fabric and have no scratchy Velcro closures as are found in some riding jeans, there’s no reason to think they wouldn’t be fine without the tights, as well. Also, these jeans aren’t super-slippery in the saddle—which is a definite plus if you like having control over your body positioning as you ride. Fit and finish overall is quite high, and they’re about as good-looking as they are comfortable. In the U.S., we only have a few shops stocking Pando Moto at the moment, but stores that carry their gear appear to be located all over Europe and Asia. If these sound like something you want to try, you can also order directly the Pando website anywhere in the world. MSRP on these jeans is €339 ($395) at the time of writing. Riding photos: Joe Lucente Let's block ads! (Why?) Source

The Honda CRF450L has a reputation for being lightweight, capable, easy to handle, and easy to control—both off-road and on. If you’ve ever found yourself wishing for a few key accessories to make it a little easier to go on longer trips with, the folks at RebelX Sports may have just what you’re looking for. For those unfamiliar, RebelX Sports makes rally kits for various bikes designed to increase their rallying capabilities. There’s one for the KTM 790, the 690 Enduro, and the EXC 450 and 500—as well as some for the Yamaha WR450F models from 2012 up through 2019, not to mention the Husqvarna FE from 2017 through 2019. Now, at long last, the CRF450L joins the fold with a trick Adventure Kit that also has a couple of options available for further customization. RebelX says the kit is completely plug-and-play. It includes a Nav Tower that gives you room for up to two smart devices, and is compatible with Garmin, Trailtech Voyager Pro, and Ram Mount devices straight out of the box. Other features include a plug and play main power wire, four-way fuse box with error LED indicator, two USB quick charge ports, voltmeter display, an OEM dashboard riser, a stainless steel on/off LED switch, and a toolbag/medical kit compartment. It also, according to RebelX, offers better wind protection than the 450L’s stock plastics. Add-on options include an 11.3 (3 gallon) fuel tank, which addresses one major hurdle to taking the CRF450L on long rides. Side panels to fit this fuel tank can be installed or not, as you choose. There’s also an optional Roadbook/Tripmaster bracket for serious rally riding, as well as an extra Baja Design Squadron Pro light. The kit is made 100 percent in Italy, per RebelX Sports. What’s it all cost? Right now, RebelX is taking pre-orders, and offering a special pre-order sale price of €1,490.00 (about $1,742) for the base kit. Adding the 11.3-liter fuel tank will run an extra €549 ($642), and adding the Baja Design Squadron Pro Light runs €279 ($326) more. Cost for all options and this street-legal kit together is €2,318 ($2,710). Sources: RebelX Sports, Facebook, ADV Pulse Let's block ads! (Why?) Source

When it comes to motorcycle apparel, it goes without saying that brands which involve themselves heavily in racing tend to get most of the spotlight. However, when you look beyond the limelight cast by motorsports, you may find yourself some pretty trick stuff that you didn’t even know existed. Such is the case with Belstaff and their high quality line of gear. For 2020, Belstaff has released the Pure Moto collection which consists of riding gear that puts function over form. That isn’t to say that this line of apparel is devoid of any style or character whatsoever—quite the contrary in fact. The Pure Moto collection employs a timeless design which makes it look right at home on any street bike. Perhaps the best piece from Belstaff’s 2020 Pure Moto collection are the Resolve leather boots. Personally, I find wearing leather boots while riding provides the best comfort-to-safety ratio, while throwing in a huge slice of style into the equation. While not looking too racy, yet not looking too understated that they could be mistaken for a pair of plain old work boots, Belstaff’s Resolve boots are undoubtedly premium. Crafted from 1.8mm to 2.0mm tumbled leather all throughout, the boots are heavy duty and offer substantial abrasion resistance—not to mention the patina this kind of leather develops as it ages. To ensure all weather usability, the Resolve boots feature a full internal waterproof membrane, beneath the already naturally waterproof leather. However, don’t think that these boots will leave your feet feeling hot on a summer day, as the internal lining has been designed to be breathable as well. As far as color options are concerned, customers have the option of choosing a gloss black or rich brown leather finish—stylish, understated, and classy. Speaking of understated, the Resolve boots feature an additional layer of leather across the toe section so as to provide wear resistance from the shift lever. Additionally, the Belfast Resolve boots have adjustable internal footbeds, and boast reinforced heel and toe caps. Armor pucks on both sides of the ankle are concealed very neatly, ensuring maximum protection while retaining understated styling. Retailing for $420 USD, these boots aren’t cheap. But I’m pretty sure with all the features mentioned above, as well as their hardwearing construction, this will be the last pair of riding boots you’ll be needing for quite some time. Let's block ads! (Why?) Source

Are you shopping for a new action cam to record all your amazing exploits? If so, you may want to consider the GoPro Hero9 Black, the action cam company’s latest, greatest, and biggest offering to date. We’re not talking unwieldy size here, but it does pack some useful stuff into that newly embiggened frame that you’ll want to know about. Among its features are a sensor that can deliver 5K video and 20 megapixel photos, as well as HyperSmooth 3.0 video stabilization with in-camera horizon leveling. Other nice things include a new front-facing display, a larger rear display, and a claimed 30 percent increase in battery life. Also, it comes in a neat reusable case instead of a bunch of plastic that you have to slice up and dispose of. Good job, GoPro! What’s all this new newness going to cost you? That depends on if you subscribe to GoPro (the service formerly known as GoPro Plus, which has now dropped the “Plus”) or not. For those unfamiliar, a GoPro subscription includes unlimited cloud storage of GoPro photos and video at original quality, no-questions-asked camera replacement, enhanced live-streaming on GoPro’s live-streaming service, and up to 50 percent off mounts and accessories for your GoPro through GoPro.com. MSRP for the Hero9 Black is $449.99, or $349.98 with a one-year subscription to GoPro. That sub costs $49.99 if billed annually (there’s also a monthly option available), so if this was a thing you were going to buy anyway, it’ll save you $50 right off the bat. To be clear, we haven’t experienced the Hero9 Black for ourselves—but plenty of reviewers have. This video review from tech publication the Verge covers a bunch of pros and cons, with useful added perspective since the reviewer has quite a few previous action cams to compare it with. Sources: YouTube, GoPro Let's block ads! (Why?) Source

Depending on who you ask, a Capo is either a little dealie you clip to your guitar's fretboard to change its pitch or a middle-rank member of a mafia organization. It's also, apparently, a stylish and comfy riding shirt from the fine folks at Pando Moto. I recently got my hands on a Capo and, after tooling around the Metro Detroit region with it during one of the hottest stretches of the summer, I have some opinions about it. Let's dig in, shall we? The Capo is a lightweight, unisex riding shirt (honestly, it's like a light jacket) that Pando Moto describes as a "Perfect match for both men and women who want to feel comfortable during quick-spins throughout the streets". Cut much like a Western or "cowboy" shirt, it's made from stretchy, durable 12-ounce Cordura denim. It features a Kevlar-reinforced mesh liner and is secured by chain stitches and interlock seams. The Cordura shell carries a Level A (EN 17092) PPE certification and comes with Level 1 CE-approved armor at the elbows and shoulders (with the option for a SAS-TEC EN1621-2 back protector). Other features include a sturdy main zipper with a snap-fastened cover, Velcro-secured adjustable cuffs, an inner zipper pocket, and two chest pockets with snap-fastened flaps. On paper, the Capo is pretty capable and a perfect hot-weather garment suitable for quick jaunts down the block or across town. In reality, it's a mixed bag—mostly positive with some niggly little quality of life issues that, while they're not dealbreakers, are kind of annoying. To start, let's talk about the pros. I love how this jacket looks and fits. Despite being a, shall we say, gentleman of gravity, I found the slim-cut Capo super comfy. It's a bit tight, but since it's cut for lithe, athletic Mediterranean Euros and not thickset southern Slavs designed to carry a pig under each arm (me), I'll cut it a bit of slack. I think it looks great on me, too. I typically wear either Western shirts or work/gas station shirts when I go out (or, well, I did in the before times), and putting the Capo on feels like suiting up in one of my favorite shirts for a night on the town. The sleeves are nice and long, and thanks to their fit they don't ride up as you move around. The Capo even has a little Velcro strip on one sleeve so you can slap patches on it, a definite plus for me. The Capo's patch mount. Speramus meliora; resurget cineribus What's the matter Dillon? C.I.A. got you pushing too many pencils? On the bike, the Capo feels like a second skin. The Cordura is stiff enough (I'm a raw denim/stiff jeans/sharp creases nerd) to keep its shape when worn but supple enough not to interfere with your movements or otherwise restrict you in the saddle. The armor plates are well positioned, and they're thin enough that they don't screw up the Capo's lines. Since I didn't have the back protector I can't comment to its fit, but I assume it's the same. It also breathes. It was in the high-90s with one brazillion percent humidity here in Detroit for a few weeks, and the Capo was comfortable at a standstill and even better at speed thanks to its COOLMAX lining. Now that it's cooled off a bit, the jacket is a touch thin for early mornings, but that's what leather is for. Now for the cons. Honestly, it's a really short list. Mostly I just hate the flap that covers the Capo's central zipper. The snaps are small, shallow, and are sewn inside the flap. While that's good from a design perspective (I guess), I found the snaps extremely difficult to close. I'd prefer larger, exposed snaps on a wider flap to get a bit more leverage. Hell, give me an option for western-style pearl snaps and I'd fork over extra cash for 'em. Also, I found that my wrist-length gloves interfered with the cuffs too much and I ended up with my wrists exposed more than I care for. I'd definitely recommend gauntlets to cover the cuffs and their Velcro closures. Overall, the Capo is a great warm-weather, light-duty jacket/shirt (Jirt? Shracket?). I'm not super sold on textiles in general—I prefer a nice, heavy piece of armored hide, myself—but the Capo is everything I want in a piece of non-leather riding gear. Mine is going to get a lot of use during the remaining warm weather this season, and I can see putting a lot of miles on it in the coming seasons. If you're looking for a new warm-weather jacket that's comfy, stylish, and competent, I highly recommend the Capo. Let's block ads! (Why?) Source

In September, 2019, French helmet maker Roof introduced its super-light carbon fiber helmet, the RO200 Carbon. That ECE-certified lid’s calling card was a weight of just 1090 grams, or 2.4 pounds. Of course, light weight lids don’t typically come cheap—and that one retailed at €699, or about $771. Fast-forward a year to September, 2020, and Roof wants to bring more happy customers under its protection with its all-new, more affordable RO200. At first glance, it looks very similar to the RO200 Carbon—and that’s because it is, except that the shell on the regular RO200 switches from carbon fiber to the less expensive (and slightly heavier) fiberglass. The RO200 is available in sizes XS to XXL, with two sizes of shell to cover that range of fitments. Like the RO200 Carbon, it is ECE certified. Weight increase over its Carbon counterpart depends on shell size. XS to M comes with a shell that weighs 1280 grams, or just over 2.82 pounds. This is where I have to tell you that there’s an “ML” size, which occupies the space between M and L—an “extra-medium,” if you prefer. The larger shell size spans ML to XXL, and weighs 1370 grams, or just over 3 pounds. 5 Photos Like the RO200 Carbon, the fiberglass RO200 has six air inlets and two extractors, is suitable for both glasses and Bluetooth communications units, and comes with such niceties as a chin curtain, neck roll, and anti-scratch, anti-fog Daynight (sic) Pinlock-ready visor. It’s available in two solid colors (matte black and pearly white), or three graphics (black and red, black and steel, or black and fluorescent orange). The cost ranges from €419 to €459, depending on which variant you get—that's about $497 to $544. Much like the RO200 Carbon, this helmet is neither certified nor distributed in the U.S., but is currently available from European retailers. Sources: Roof, Le Repaire des Motards Let's block ads! (Why?) Source