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Aug 03
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Riding Experiences on Harley-Davidson Sportster S

By General Posts

by Daniel Patrascu from https://www.autoevolution.com

In mid-July, American bike maker Harley-Davidson pulled the wraps off the Sportster S, one of the new Milwaukee models we’ve been waiting for for so long we kind of lost hope of actually seeing it. Yet, here it is, so fresh that it is only now beginning to be properly tested by users, and so promising it’d better not disappoint.

Described by Harley as an “all-new sport custom motorcycle designed to deliver a thrilling riding experience,” the two-wheeler makes use of the most modern technologies brewed recently in Milwaukee, and, for a rather balanced price of $14,999, promises entirely new thrills for its riders.

Massive in design, the bike holds in its frame the Revolution Max 1250 engine, an application of which some people are already enjoying in the Pan America. On this here beast, the V-Twin is officially titled Revolution Max 1250T, and comes with impressive performance figures: 121 horsepower and “tremendous torque at low RPM” as per Harley. That’s fewer hp than the 150 claimed for the Pan America, but more than enough for the lightweight bike: the thing tips the scale, after all, at only 502 pounds (227 kg).

All that power is put to the ground by means of cast-aluminum wheels with a staggered design, 19-inch front and 17-inch rear, linked to the rest of the build by fully adjustable front and rear suspension – SHOWA 43 mm inverted cartridge forks and a SHOWA Piggyback reservoir rear shock.

Stopping power comes from Brembo, forward foot controls are there together with a low handlebar to give the rider an aggressive posture while riding, and thanks to these the entire experience of moving on the back of the Sportster S should be one to remember.

Harley threw into the Sportster mix the entire might of its technological advancements, some of them already deployed on the Pan America. We get things like three pre-programmed, selectable ride modes (Sport, Road and Rain) and two custom modes, a 4.0-inch-diameter TFT screen showing all the instrumentation and infotainment features, and all-LED lighting.

By now, almost three weeks past the unveiling point, there is number of test ride videos with this motorcycle already out there for us all to get a sense of how the thing feels on the actual road. The latest comes from a German custom and Harley-junkie shop that goes by the name Thunderbike.

Knowing the way these guys treat the American wheeled wonders, we tend to trust what they’re saying. And for the Sportster S, the verdict is simple and blunt: fantastic.

The rider sent by the Germans for the test ride spent about 200 km (124 miles) on the back on the motorcycle, and the crew managed to get some incredible images of the thing while on the move, as you can see in the short video below. And, even if we don’t get to see the Sportster S reach its top speed, we’re still treated to some incredible shots – but possibly not enough talk about it.

The new Harley should arrive at dealerships in mid-September, and that’s probably when the real flood of test ride videos will hit us. Kind of a close call, given how fall will move in to put an end to motorcycle riding in most parts of the world, but one never knows with this global warming and all.

Being less pretentious than the Pan America when it comes to its target customers, the Sportster S, the only bike offered presently by Harley in a family it calls Sport, could become one of the heavy-hitters in its segment in no time. And judging by how good two of them look on the road at the same time, we wouldn’t mind seeing larger packs of such machines roaming the continents at once.

Jul 30
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Electric dream: Horwin CR6 reviewed

By General Posts

by Fraser Addecott from https://www.mirror.co.uk

Sales of electric two-wheelers are booming and with manufacturers producing bikes like this one, it’s easy to see why.

It seems difficult to keep up with the number of new electric two-wheelers coming on to the market these days.

The trend was already under way and has only been accelerated by the pandemic, with commuters and others looking for alternatives to public transport.

Figures from the Motorcycle Industry Association show sales of electrics for June up 155% compared to the same month last year.

Sales for the year up until last month are also up 210% compared to the same period in 2020.

That is impressive growth, with the majority of bikes sold falling in the 50cc and 125cc equivalent categories.

Artisan Electric is a British company established in 2016 with a “mission to change the face of electric motorcycles and scooters with industry-leading innovation and product quality”.

The company offers a range of seven electric bikes and scooters – and the one I am testing here is the CR6.

This is a 125cc-equivalent machine, with a pretty cool retro-meets-futuristic look.

The air-cooled electric motor is powered by a 3.96kWh Panasonic lithium-ion battery.

Careful riding will produce a range of around 60 miles.

Haring around flat out – top speed is about 55mph – will cut your range to around 30 miles.

That may not sound much, but the CR6 is aimed at commuters and for jaunts into town, so it’s perfectly adequate.

A full charge from zero takes around four hours, but bear in mind you’ll hardly ever be charging from completely flat, so shorter times are more realistic.

Charging is via a standard three-pin socket and a socket in the side of the bike.

The battery comes with a reassuring three-year warranty.

On board, the ride position is relaxed and comfortable with a long and well-padded cafe-racer type seat.

There’s a round retro/modern, backlit, colour clock with a rather unnecessary rev counter across the top and a LCD panel with speed, charge level etc.

As with all electrics, the acceleration is instantaneous and impressive.

At just 134kg, this bike is light and it feels agile, manageable and nippy – perfect for the urban jungle.

With low-down weight, a decent aluminium chassis and an excellent turning circle, the CR6 handles extremely well.

The non-adjustable USD forks and preload-adjustable rear monoshock do a perfectly reasonable job.

And braking via a front 265mm disc and three-piston caliper and rear 220mm is plenty powerful enough.

The headlight is a nice bright LED and the “tank” is actually a lockable storage compartment, ideal for the charge cable, gloves etc.

It also contains a USB port – handy for charging your phone.

At five grand, the CR6 is obviously a bigger initial outlay than a petrol 125, but running costs work out at just a penny a mile.

Overall then, the Horwin is a solid little city commuter, easy to ride, with good looks and decent performance.

Specs:
Horwin CR6
Motor: Air-cooled electric
Max power: 8bhp
Max torque: 30ft lb
Colours: White; blue; green; black
Price: £4,992

Jul 26
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Harley-Davidson Sportster S 2021 First Ride Review

By General Posts

by Dustin Wheelen from https://www.rideapart.com

Teaching an old dog new tricks.

Harley-Davidson has produced the Sportster for over six continuous decades. Despite the nameplate dating back to the Eisenhower administration, the Sportster canon only contains two periods: the Ironhead years and the Evo era. Since 1957, a pushrod-actuated, 45-degree V-Twin always thrummed at the model’s core. Along with the vibey powerplant, a cradle frame, conservative styling, and spartan accommodations defined the platform. That all changes with the 2021 Sportster S, however.

For the first time in the model’s history, the brakes read Brembo, the gearbox touts six speeds, and the lighting is LED. Boasting a feature-rich electronic suite, the historically entry-level Hog gains premium status overnight. A daring new design encompasses the brand’s acclaimed Revolution Max engine and aligns with the model’s performance ambitions. Of course, the 1,252cc, 60-degree V-twin doesn’t deliver the cruiser’s customary vibes. Instead, it delivers 121 horsepower. The Sportster may be a sexagenarian, but it’s spryer than ever in 2021.

To prove the new model’s mettle, the Motor Company invited us to a day-long ride through the picturesque canyons of the Angeles National Forest and the man-made canyons of Downtown L.A. With such a dramatic makeover, questions naturally arose. Will the 2021 interpretation appeal to the customer base? Will it retain its David vs. Goliath attitude? Is it still a Sportster? Like all Harleys, the answers center around the V-twin mill.

Engine
Since 1986, the Sportster harnessed the MoCo’s Evolution engine. Long after the Big Twin class moved on to the brand’s Twin Cam V-twin, and subsequently, the Milwaukee-Eight, the Sportster continued championing the bulletproof Evo. Undersquare, air-cooled, and rumbly, the engine’s charisma overshadowed its crudeness. Instead of refining the platform over the years, H-D didn’t fix what wasn’t broke.

Instead, it reinvented the model 35 long years later with the aptly named Revolution Max engine. Fresh off its debut in the Pan America, the liquid-cooled, DOHC, 1,252 V-twin earns a cruiser-appropriate retune in the Sportster S. The Revolution Max 1250T may concede 29 ponies to its adventurous cousin, but it’s hard to notice the difference in the saddle.

Unlike the Pan America, which spools up to its powerband, the Sportster S is all teeth all the time. Well, in Sport mode, at least. Predictably, Road is more mannerly and Rain is downright pleasant. Two additional custom ride modes allow users to adjust power delivery, traction control/ABS parameters, and engine braking settings to their liking. Whether you prefer a chill ride or a thrill ride, the Sportster switches identity with the tap of a button.

In Sport mode, performance reigns supreme. From the initial throttle crack, the torque piles on, peaking at 94 lb-ft at 6,000 rpm. The 1250T really shines in the mid-range, but power is accessible throughout the 9,500-rpm rev range. On the other hand, the throttle-by-wire system exhibited an abrupt, on/off quality in Sport mode.

Snappy roll-ons frequently pushed me to the edge of the plank-like seat and the front end dove under quick throttle cuts. What Sport mode lacks in finesse, it makes up with enthusiasm, so I reserved it for highway and canyon duty. In the city, Road mode smoothed out the V-twin’s power pulses without sacrificing too much raw acceleration. However, the Revolution Max and high-mount exhaust system threw off significant heat when confined to surface streets.

While the Sportster S does feature rear cylinder deactivation at a stop, the tracker-style pipes not only contribute to the engine heat, it traps it under the seat. Unsurprisingly, the rider’s right leg receives the first heatwave, but the engine’s port side follows suit in short order. In motion, the warmth goes unnoticed, but from light to light, the heat forced me to rest my right foot on the peg at a stop. Otherwise, the exhaust was liable to broil my inner thigh to a medium-well shank.

Despite those drawbacks, the Revolution Max remains the star of the show. Of course, to optimize that star performance, Harley had to surround it with a complimentary cast of components.

Chassis
Composed of three separate frame sections, the Sportster S chassis is like nothing in the company’s current cruiser lineup. The front, middle, and tail trellis frame units bolt directly to the 1250T engine, reducing weight while increasing rigidity. In turn, the handling improves markedly over the Evo era models, jumping from a 28-degree maximum lean angle to 34-degrees of lean. Tip-in and steering rate are predictable and stable.

Despite the 160/70 Dunlop GT503 tire wrapped around the 17-inch front wheel and the 180/70 rubber shod onto the 16-inch rear, the Sportster is surprisingly agile. Similarly, the 320mm single-disc front braking system seems lacking for a 121-horsepower machine, but the Brembo master cylinder delivers excellent bite along with nuanced feedback and feel. Needless to say, we would love to see how the Sportster S performs with slimmer tires and a dual-disc setup, but the stock equipment exceeds expectations.

The rear suspension suffers the same fate. With just 1.5-inches of travel, I anticipated the Showa monoshock to be one step removed from a hardtail. Thankfully, the linkage system helps the unit outperform the spec sheet, but the setup still has its limitation. The shock happily soaked up slow-speed bump, but fast-bump compliance was another story. Several large hits bucked me out of the seat or sent a shock directly through my back.

Of course, the model’s aggressive, low stance may look sporty, but it also restricts the suspension travel. Again, we would love to see a taller monoshock on the sportiest of Sportsters, but the piggyback unit performed admirably considering its handicaps. Luckily, the fully adjustable USD fork isn’t hindered by the same issues.

The front end only boasts 3.6 inches of travel, but the appropriately damped fork never bottoms under hard braking or big bumps. In a corner, the Sportster S holds its line in a smooth and predictable manner. The Dunlop GT503 tires suit the model well, with enough feedback and grip to inspire confidence. Of course, dragging the single-piston rear caliper on the 260mm disc helps stabilize the 500-pound rig upon corner entry.

The Sportster S was in its natural element in the canyons. The model holds its own in the city, but it reveals its naughty side on a curvy road. The high-spec componentry and adjustability certainly contributed to that nature, but the rider posture also factors into the Sportster’s performance.

Cockpit
At 29.6 inches, the S model’s seat height should fit a broad range of inseams. Despite the large exhaust heat shields pressing into the rider’s right leg, flat-footing the Sportster is effortless. Reach to the bars is a slight stretch, with the rider’s upper half leaned forward and a small bend at the elbows. The forward controls position the legs at a 90-degree angle, but feet point slightly upward on the pegs.

While the forwards increase long-distance comfort, they also place more weight on the rider’s hindquarters and off the pegs. As a result, I preferred the mid control-equipped Sportster S despite the acute leg bend. The sense of control provided by the mids would make it an instant upgrade for me. Unfortunately, the Motor Company doesn’t offer an option for mid control, but customers can purchase a conversion kit for $660.

The Sportster doesn’t perform poorly with the forwards, as both setups yield a 34-degree lean angle, but the mids allow the model to reach its full performance potential. Not to mention, after several hours with forward controls, my rear end started to ache due to so much of my weight bearing down on the thinly padded seat.

Harley also outfits the forwards with an extended shift lever (compared to the mid controls). The lever’s long throw also resulted in numerous unintentional shifts into neutral when kicking from first to second gear. I didn’t encounter the same problem once on the mid controls. I should note that the mids may prove too cramped for taller riders. At five-foot, 10-inches, I fit comfortably into the new rider triangle but the user’s purposes and preference will determine what’s best for them.

Last but certainly not least, the all-new round, four-inch TFT display is a first for the Sportster family. While the switchgear gains a host of new buttons and switches, the interface is intuitive and easy to navigate. From ambient temperature to engine temperature, from tire pressure to battery voltage, the rider can check every metric impacting the bike’s performance.

Bluetooth connectivity unlocks navigation, incoming call identification, and music-playing features. However, the Sportster S doesn’t include a GPS receiver, so the system relies on the rider’s smartphone network for those services. Also, without speakers included, the user will need to link their helmet communication system to the motorcycle.

The breadth and technology of the new infotainment system may be a giant leap forward, but the limited screen real estate can be restricting in navigation and diagnostic modes. With so much information crammed in such a small area, fonts quickly become illegible, especially at speed. For that reason, I stuck with the standard setup, pairing a large mph readout, needle-style tachometer, gear position indicator, and trip meters.

Conclusion
The 2021 Sportster S marks a watershed moment for the longest production motorcycle in history. From side valves to overhead valves to four valves per cylinder, the Sportster has come a long way, but its latest form is a major departure from the previous iterations. The Sportster S should appeal to existing, performance-oriented Harley customers but also draw new blood into the brand.

At 500 pounds and 121 horsepower, the historically entry-level model is lighter and more powerful than any other cruiser in the Motor Company’s portfolio, making it more of a giant killer than ever. By Sportster standards, the 2021 S model is a marvel, warts and all. While the Sportster S is a seminal entry in the Harley history books, the potential it presents is even more intriguing.

We can’t wait to see what the Bar and Shield does with the platform as it fills the slots under the flagship trim. No, this isn’t your grandad’s Sportster, it’s something entirely new, and Harley-Davidson plans to build on the model’s possibilities for the next 64 years.

Jul 04
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Review of Triumph Thruxton RS 2021: a factory cafe racer

By General Posts

by Kyle Hyatt from https://www.cnet.com

Everyday café: Triumph’s factory cafe racer offers an engaging ride and killer looks, but is it worth the sky-high asking price?

The Thruxton RS is arguably the crown jewel of Triumph’s Modern Classic lineup of motorcycles. It’s an interesting mashup of modern, high-end components and technology, with a decidedly old-school powertrain. It’s a bike that shouldn’t make sense, but after spending time with it, it’s a bike I can’t get out of my head.

The 2021 Triumph Thruxton RS is powered by a 1,200-cc liquid-cooled 270-degree parallel-twin engine, which produces 103 horsepower at 7,500 rpm and 83 pound-feet of torque at just 4,250 rpm. It’s an engine that, thanks to its large displacement and firing order, makes a noise that will get your heart pumping, even if its performance pales in comparison to more conventional naked and sport bikes.

The engine delivers its power smoothly, thanks to Triumph’s excellent fueling. The bike routes its power through a smooth six-speed sequential transmission and out a chain final drive. The gearbox offers light, crisp shifts and an easy-to-find neutral. The age of the engine’s design shows, but that’s a good thing, given Triumph’s continued development.

The formerly-range-topping RS is now the only Thruxton model you can get, and so Triumph seems to have spared no expense in kitting it out with the best-possible chassis components. While the Thruxton’s frame is a conventional and old-timey tubular steel affair, the suspension is modern and well considered. The front fork comes from Showa and uses that company’s “Big Piston” design as found on high-end sport bikes. It’s fully adjustable and makes for a controlled and plush ride, even over bumpy pavement.

The rear shocks (that’s right, two — this is a heritage bike, after all) come from Ohlins and are also fully adjustable. Typically, in my experience, twin-shock bikes don’t necessarily offer the best control over broken pavement or on fast roads, but these Ohlins units toss all that out the window. The back end of the Thruxton feels as comfortable and confident as I could hope for. It uses some fairly trick wheels to help with its handling, too. It has 17-inch, 32-spoke wire wheels, but unlike most wire wheels with steel spokes, the Thruxton uses weight-saving aluminum spokes. The wheels are wrapped in sticky Metzeler Racetec tires.

The brakes come from Brembo, and as such, they’re excellent. Having big Brembo brakes on a motorcycle isn’t unlike stopping at a Starbucks on a long road trip. Sure, there are other options, but this way you know exactly what you’re in for. In the case of the Brembos, what you’re in for is an excellent feel from the lever, huge stopping power and almost jewel-like build quality. The twin front rotors on the RS are sized at 310 millimeters and gripped by Brembo M50 four-piston radial-mount calipers. The single rear rotor comes in at 220 millimeters and is clamped by a single, twin-piston Nissin caliper.

The Thruxton has anti-lock brakes, but they’re not lean-sensitive since the bike lacks an inertial measurement unit. On a bike like the Thruxton — one that’s more about looking good and having fun than outright speed — this is totally acceptable. The Thruxton also packs user-selectable ride modes, which include Road, Rain and Sport. I generally find myself leaving the bike in Sport mode all the time because I like the extra responsive throttle. The Thruxton RS features a very handsome analog speedometer and tachometer. Each also packs an LCD display that provides all the pertinent rider information that I want to see — fuel level, gear indicator, trip odometer, etc. It’s a bit old school, but so is the bike.

When it comes to ergonomics, cafe racers aren’t generally what I’d call comfortable for longer rides. They feature a more leaned-forward, sport bike-like stance, which looks great and makes for agile handling, but can be hard on your wrists. The Thruxton somehow manages to pull off the cafe racer look while remaining relatively comfortable. The bike is slightly more upright than it might seem at first glance and a generous rider triangle means that even someone like me at 6 feet, 4 inches doesn’t feel incredibly cramped. Footpeg clearance is good, too, so leaning the bike way over isn’t an issue.

With a seat height of nearly 32 inches, the Thruxton may be a bit of a struggle for some smaller riders when it comes time to get both feet on the ground at a stop. It’s also not especially light, at 434 pounds dry, so that might also be something for smaller riders to consider. The Triumph Speed Twin might be better, in that case.

The Thruxton is a bike that somehow manages to ride as good as it looks, which is saying something. It’s easy to putter around town on, thanks to its compliant ride and torquey, under-stressed engine. It’s also a riot on a curvy road, thanks to its sticky tires and aggressive-ish riding position, and there are few pleasures greater than hearing the Thruxton’s big twin-cylinder engine echo off of canyon walls at 7,500 rpm.

The Thruxton RS is a fantastic machine, but of course, it should be, given its price tag. All of the motorcycle jewelry that Triumph bestows on the RS means that it’s packing a hefty asking price of $16,200. There is an almost limitless number of other motorcycles that can offer more performance or utility than the Thruxton for that money (or less). Still, I struggle to think of one that can offer performance with as much style.

May 10
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Ducati Monster 2021 First Ride Review

By General Posts

by Dustin Wheelen from https://www.rideapart.com

Take the edge off.
In 1992, Ducati designer Miguel Galluzzi shoehorned a 900SS engine into an 888 superbike frame. He then bolted on a 750 Supersport fork and the Ducati Monster was born. Galluzzi’s Frankenstein experiment was well-loved though, driving sales at the Bologna brand for years. The parts bin special saved Ducati, in fact, and the Monster has remained in Ducati’s stable ever since.

That hasn’t stopped the Monster from evolving through the years, though. Ducati frequently tweaked the ingredients, but the recipe remained the same: one part air-cooled L-twin, one part trellis frame. However, technology and design move on, and the model has changed with the times. By 2015, all Monster engines switched to liquid-cooling, and the latest iteration finally sheds its trellis frame—and the weight that comes with it.

That prompted traditionalists and ardent Ducatisi to click their tongues, lamenting over Ducati’s heresy. To many fans, the trellis frame was the Monster’s pièce de résistance. The quality that separated the muscular streetfighter from its “soulless” competitors. The trellis frame was the Monster’s greatest strength, but it was also its greatest weakness, imprisoning the naked bike to a bygone era as its counterparts forged ahead.

That’s no longer the case in 2021. Sure, the Monster is still “borrowing” from its counterparts by plucking the 937cc L-twin from the Supersport 950 and wedging it into a Panigale V4-inspried monocoque aluminum frame. Even the model’s 4.3-inch TFT dash sports a Panigale V4-derived interface. Despite those old habits, the question remains: is it still a Monster without the trellis frame? Did it trade in its panache for pastiche? Did it lose its character, its “soul”?

These questions loomed large when Ducati invited us to San Francisco, California, to ride the 2021 Monster. After spending a full day in the saddle of the new bike, it was clear that this is a very different beast.

Engine:
To meet Euro5 emissions standards, Ducati ditched the Monster’s 821cc Testastretta engine in favor of the proven mill found in Ducati’s Hypermotard 950 and Supersport 950. The 11-degree Testastretta configuration carries over, but Ducati bumps the capacity to 937cc for good reasons. That’s 111 good reasons, in the form of horsepower. Ducati couples that with a generous 69 lb-ft helping of torque. More than enough bark and bite for the naysayers.

The powerplant may tout a higher volume than the outgoing unit, but it also shaved off 5.7 pounds in the process. The new clutch drops three pounds alone while the cylinder heads and clutch cover account for two additional pounds of weight loss. The updated gear drum, alternator cover, and pistons and rods pitch in too, saving precious grams.

Ducati’s versatile Testastretta platform isn’t just performance-oriented, however, it’s surprisingly practical as well. New Monster owners can enjoy a whole lot of riding between the 9,000-mile oil services and 18,000-mile valve services. The revised hydraulic clutch also reduces resistance at the lever by 20 percent and the up/down quickshifter nearly eliminates clutch use altogether.

That’s the same Ducati Quick Shift (DQS) Evo 2 found on the $24,095 Multistrada V4 S, and the IMU-dependent system works just as well on this $11,895 naked bike. In fact, the DQS equipped on the Monster produces an even more satisfying exhaust note upon downshifting. Modern emissions regulations have taken the voice box of many a motorcycle, but Ducati’s auto-blipper gives the Monster a formidable growl.

Upshifts were just as visceral, but for an entirely different reason. Though the bike’s fueling was pretty fluttery below 3,500 rpm, the Monster really bared its teeth between 4,000-7,000 rpm. A series of clutchless upshifts only amplified the effect. The power delivery never bordered on frightening, though. Of course, if 111 ponies are too much pep for your step, Ducati’s three ride modes help tame the Monster’s inner animal.

Those looking for an easy-breezy experience can switch to Urban mode, which restricts output to 75 horsepower. For highway blasts, Touring mode maintains peak horsepower but prioritizes smooth acceleration. Predictively, Sport mode is the least restrictive, but that doesn’t make it less manageable than its counterparts. After a short squirt through the hilly San Francisco streets, I kept the engine in Sport mode for the rest of the day. Even in the tight and twisty confines of Route 35, the lively engine response never felt overwhelming. Thanks, primarily, to the new superbike-derived frame.

Chassis:
While the engine’s before/after results were truly impressive, Ducati engineers went to greater lengths to reduce the chassis’ mass. Compared to the 821’s trellis front frame, the new monocoque saves 9.9 pounds. The fiberglass-reinforced polymer subframe comes in 4.2 pounds underweight while the swingarm and wheels reduce unsprung weight by 7.2 pounds. Ducati’s diet plan worked wonders for the Monster, converting the heavy brute to a lithe apex predator.

That new, low 414-pound wet weight is noticeable right off the kickstand. Fleet-footed yet planted, the Monster takes advantage of that newfound agility in the turns. Initial tip-in is effortless and side-to-side transitions are predictable and smooth. That sharp-handling quality should redeem the Monster in the eyes of Ducati fans, but focused track riders may discount the sporty naked bike for lacking fully adjustable suspension.

Speaking of, in stock form, the 43mm USD front end and preload-adjustable lean on the stiffer side. At least they did under my 160-pound frame. Heavier riders may benefit more from the spring rate, but the suspension only borders on harsh at the least favorable time—at lean. Northern California’s Skyline Boulevard is a relatively well-maintained mountain road, but a few inconveniently placed potholes unsettled the Monster’s sure-footed stance.

Of course, no suspension operates optimally when leaned over, but the sharp hit doesn’t just stop at the springs. That new, responsive aluminum chassis also relayed those shockwaves up through to the rider. Luckily, the Monster was quick to regain its composure and continued attacking corners. Aside from those rare moments of instability, though, the Monster handled everything the city and the canyons could throw at it.

Unlike the suspension, the braking system’s pedigree was never in question. Brembo M4.32 monoblock calipers bite down on twin 320mm discs up front and a dual-piston binder mates to a 245mm disc out back. A radial master cylinder is the last piece of the puzzle, and it delivers incredible feedback at the lever. Whether navigating downtown traffic or approaching a decreasing radius hairpin, the braking performance was confidence-inspiring.

Of course, losing 40 pounds would help any motorcycle shed speed quickly, but that weight loss also informed the motorcycle’s design and user experience.

Ergonomics:
Ducati went to great lengths to reduce the new Monster’s proportions. Along with losing weight, the bike also lost the visual heaviness of its trellis frame and oversized gas tank. The new dimensions deliver a compact yet comfortable riding position that’s neither too aggressive nor lax.

A 58-inch wheelbase certainly helps with handling but it also relaxes the rider triangle. Ducati pairs that compact cockpit with a handlebar that’s 2.6 inches closer to the rider and footpegs positioned .5 inches lower and 1.5 inches rearward. At 32.3 inches, the standard seat height is easy to flat foot, but those with shorter inseams can also purchase a low seat and a lowering kit that drops the perch to 30.5 inches high.

Before jumping for the accessories catalog, I recommend throwing a leg over the new Monster. Ducati narrowed the seat-to-tank area to maximize stand over comfort, and the strategy worked. However, the narrow stand-over position also introduced my knees to a few Testastretta engine cases. On the left side of the bike, the radiator and water pump plumbing can get in the way and the clutch cover is just as obtrusive on the right. It wasn’t too bothersome throughout the day, but it’s definitely worth mentioning.

Aside from those slight discomforts, the new seating position encourages day-long riding. Stretch to the bars is minimal and the narrow cutouts promote clenching the tank with one’s knees. In turn, the ergonomic position alleviated pressure on my wrists and results in a very pleasant riding experience. In the city, however, the stop-and-go traffic definitely introduced wrist fatigue.

Urban riding also revealed that the Monster had the same heat management issues as its predecessors. At speed, the Monster didn’t throw off an irksome amount of warmth, but from light to light, the new naked bike simply radiated heat. Even in Urban mode, the engine reached high temps. If you’re considering a 2021 Monster, you should also consider living near a highway. The Monster is more play than business and excessive urban environs will get it hot under the collar.

The only other tick against the new-fangled Ducati is that L-Twin’s vibration. Of course, that rumble sets the Monster apart from its parallel-twin rivals, but by 7,000 rpm, the high-frequency buzz prompted early upshifts. The vibration is nearly imperceptible at the pegs, marginally more noticeable at the bars, but it’s most present at the seat cowl. With my tailbone pressed against the seat stop, I could tell when the tachometer was approaching that 7,000-rpm threshold just by the vibration.

Electronics:
I can’t wrap up this review without calling attention to the Monster’s impressive electronic suite. With three levels of ABS cornering, eight levels of cornering traction control, four-leveled wheelie control, and launch control, Ducati’s system presents an absurd degree of customization. With that said, I’m the type of person that likes to set it and forget it. Many customers will love the number of doodads on the middleweight roadster, but others will find what they like and stick to it.

Regardless of which camp you’re in, the rider aids and engine performance options make the Monster a more malleable platform. On the other hand, flipping through the numerous menus would be easier if Ducati consolidated the split function navigation and enter buttons on the left switchgear. Also, many electronic interfaces automatically navigate back to the previous menu when the rider confirms a selection. With the Monster’s system, the user has to manually backtrack.

Even with those minor gripes, the electronics suite is clear and easy to use. That should broaden the model’s appeal as it approaches three decades on the market. It’s clear that Ducati wants to angle the new Monster toward a younger demographic, and it believes robust safety aids and rider modes help those efforts.

While all the ride modes are tractable for seasoned vets, I’d hesitate to put the Monster in a brand-new rider’s hands. The entry-level naked bike may be the perfect first Ducati, but that doesn’t make it the perfect first bike. This new Monster is well-mannered, but it hasn’t lost its claws. Rider aids should be there as a safety net, not training wheels, but the Monster would be great bike for intermediate riders to grow into over the years.

Conclusion:
So, did the Monster lose its “soul” when it lost its trellis frame? No, it didn’t. At the same time, it isn’t the same Monster. It’s more youthful. Yes, the trellis frame’s absence is felt. Without its signature visual cue, the Monster doesn’t stand out from the crowd as much, but it does stand toe-to-toe with the KTM 890 Duke, Triumph Street Triple, and Yamaha MT-09. No, the Monster didn’t lose its “soul” it just developed a playful spirit.

If you’re someone that likes the “oohs and aahs” that come with a Ducati, the new Monster may not be for you. If you want a motorcycle that’s light on its feet, attacks the corners, and just happens to be red, the new Duc should be your cup of tea. The 2021 Monster will suit a wide swath of riders just like it did 28 years ago. Those customers may be different today than they were in 1993 and the Monster will only continue to evolve (without the trellis frame) for the next three decades.

May 05
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Ride Review of BMW R18

By General Posts

by Anthony Conroy from https://www.post-gazette.com

BMW’s R18 First Edition is powerful, simple and sophisticated

Size isn’t everything, the old saying goes, but when you take a ride aboard BMW Motorrad’s R18 First Edition, its size is impossible to ignore.

Put a leg over the seat, settle in and take in those two massive, chromed cylinder covers sitting in front of you, each one its own 901cc power-making factory. It’s like sitting on the neck of a shiny hammerhead shark.

The engine — a twin-cylinder configuration known as a Boxer — has been BMW’s signature since 1923. But the Boxer on the R18 is the largest the German manufacturer has ever produced, with a claimed output of 91 horsepower and 116 pounds-foot of torque.

Other manufacturers will claim to have bigger and better numbers, but the R18 isn’t designed for life on the rowdy edge. It’s a power cruiser, but with the soul of something vintage and simple. A modern throwback, if you will.

In fact, despite the $20,000 price tag, there aren’t many frills. Some adjustability in the rear, none in the front. Heated grips. A reverse gear. BMW’s automatic stability control, which is essentially traction control. And three power modes: Rock, Roll and Rain. For our purposes, those might as well have been called Road Rage, Easy Jaunt and Tip-Toeing Through the Puddles.

In other words, let’s Rock.

The R18 has a keyless ignition and once the starter is pushed, the bike thunders and shudders to life. At stops, there’s quite a bit of vibration, but that’s exactly what you’d expect with two giant metal buckets rotating and internally combusting between your legs. The vibrations don’t exactly fade away once on the go — you’ll see a lot of blurring in the rear view mirrors, but I never felt any numbness in the hands, feet or butt after long rides.

Rock mode taps into the full potential of the beastly Boxer. You’ll feel the torque at 3,000 rpm. Max horsepower comes at 4,750 rpm. The best part is there’s nothing grabby or choppy about its power delivery. A sharp pull on the throttle produces smooth, linear power through six gears. Despite the nearly 800 pounds of motorcycle sitting beneath you, the bike requires minimum inputs at speed. A long wheelbase and a wonderful center of gravity contribute to the bike’s stability. Handlebars that are wide but nicely swept provide excellent leverage and contribute to the bike’s agility.

And it is agile — at speed anyway. It actually feels light going around fast, sweeping turns. And going faster feels right, as your feet are not in front of you, like with most American cruisers. They’re underneath you, which seems more natural during aggressive riding.

At the front wheel, twin four-piston calipers developed in-house by BMW are paired with dual 300mm discs to slow down the big Beemer. When the pace gets really slow — like in a parking lot — the R18’s weight does feel a bit cumbersome, like pushing around a fully-dressed Harley-Davidson without the cabinetry.

Potential buyers also will need to carefully decide how they intend to ride the bike, particularly if long hauls are on the agenda. Those massive cylinders look great, but they make the prospect of having highway pegs impossible. There’s also no back rest or cruise control (at least not on the First Edition), so it’s not the kind of bike you’ll be able to kick back on while eating up highway miles. The tank holds 3.2 gallons of fuel with a 1-gallon reserve, so expect to get around 120 miles per fill-up. For some reason, BMW opted against a fuel gauge. However, a warning light will let you know when you have about 20 miles left to go.

Riders looking for a more travel-friendly R18 right out of the box may want to opt for the Classic model, which comes with a windscreen and baggage, rather than the First Edition. To be honest, there will be no shortage of aftermarket accessories for any model marketed under the R18 badge.

The BMW was flawless in tearing around town and rural backroads, with the seating position and seat itself good for all-day riding. There’s 3½ inches of travel at the rear suspension, but it’s a bit stiff. Best to avoid the bumps. Ergonomically, there wasn’t much to complain about.

One complaint, if you can call it that, is that the R18 has a very quiet transmission. When going from neutral to first gear, there was hardly ever a sound or a shimmy — no knock, ping or usual KERTHUNK! that I’m used to hearing (and feeling). Without that, quite frankly, I sometimes found myself doing double-takes for the neutral light to make sure I was in gear before speeding away.

In other words, leave it to the Germans to make something so mechanically perfect that it’s worth complaining about.

Aesthetically, it’s hard to miss those giant cylinders, but there are other visual items that shouldn’t go unnoticed.

If chrome is your thing, there’s no shortage of it, especially on those those wonderful looking fishtail mufflers. They don’t make a lot of sound, but they are beautiful to look at and give the R18 a distinctive look. Also chromed is the front of the engine housing. Overall, the housing eliminates clutter and gives the bike a polished, clean look, but it does make everything else — apart from the cylinder heads — a bit of a mystery.

Thankfully, for those who need to see something mechanical to soothe our inner motorhead, BMW’s engineers gave us an exposed bevel-geared driveshaft. Seeing it in action while actually riding is a bit of a task, but we’ll take mechanical porn however we can get it.

Overall, this Beemer is an excellent motorcycle. The price tag may be a bit on the high side, but the R18 is for owners wanting two things: a cruiser with impressive performance and one that distinguishes itself from American cruisers and Japanese knock-offs. The R18 First Edition definitely accomplishes both goals.

Apr 28
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Harley-Davidson Pan America Riding Review

By General Posts

by Basem Wasef from https://www.rideapart.com

Running trails and getting dirty with Pan America.

Harley-Davidson has been about as relevant in the big bore adventure segment as a skateboard at the Dakar. Having loafed on the ADV genre for decades, The Motor Company is finally taking a swing at the segment with the 2021 Pan America, a purpose-built adventure bike to battle stalwarts like the BMW R 1250 GS/GS Adventure, KTM 1290 Super Adventure, and Triumph Tiger 1200.

The Pan Am boasts familiar H-D visual elements wrapped around some impressively future-forward technology. This new tech is benchmarked against a field that’s seen numerous iterations and refinements over the years. First (and perhaps foremost) in this image-conscious category, the clean-sheet Pan America strikes a look that stands apart from its rugged competitors. Harley says its styling aligned with the brand’s design language. There’s also a prevailing visual sentiment that departs from the familiar with an unapologetically brutalist look: blocky shapes, menacing headlamps with a secondary strip of lean angle-sensitive adaptive drew headlamp inspo from the Fat Bob and fairing cues from Road Glide, keeping the bike’s LEDs positioned above, and an imposing chunkiness that disregards any attempt at being pretty.

Of course, the highest-stake component isn’t its looks, but rather the all-new Revolution Max powerplant. The liquid-cooled, 1,252cc, 60-degree V-twin shares the same bore and stroke as the late, great V-Rod, but has next to nothing in common with any existing Harley engine apart from its dimensions. Equipped with dual overhead cams, variable valve timing, and a lofty 13.1:1 compression ratio, the fully counterbalanced engine requires premium fuel but returns a stout 150 horsepower at 9,000 rpm and 94 lb-ft at 6,750 rpm. That’s more horsepower but less twist than BMW’s R 1250 GS’ 136 hp/105 lb-ft, but well below the hot-rodded KTM’s 160 hp/103 lb-ft. The engine connects to a six-speed gearbox which, at time of launch, is not available with a quickshifter.

The standard Pan America ($17,319) packs fully adjustable front and rear suspension, while the Pan America Special ($19,999) adds semi-active front and rear suspension, an adventure-friendly skid plate, handguards, adaptive headlamps, a steering damper, tire pressure monitors, and a center stand. A slew of other electronic features like drag torque slip control also come standard. Our two-day ride in Mojave, California, was set up exclusively with Specials outfitted with the optional spoked tubeless wheels ($1,650) and adaptive ride height; the latter a $1,000-dollar, high-tech system that uses speed and gyro-fed algorithms to subtly drop the suspension 1-2 inches as the rider coasts to a stop for easy reach.

Aware that saddle height is a crucial issue among adventure bike shoppers, Harley offers a wide variety of solutions aside from the adaptive ride height system. So, what’s the seat height on the Harley Pan America? Well, depends on a few factors: the standard model paired with an optional low seat brings the minimum saddle altitude to 30.1 inches, though the seat’s position can be raised an inch. The Special can dip as low as 31.1 inches, or sit up to 33.1 inches high with an optional tall seat in its highest position.

Saddle up on the Pan Am, and you’re met with a 6.8-inch TFT touchscreen, a slew of hand control switches, and an adjustable windscreen. The TFT displays a large virtual tachometer with a discreet rev indicator that surrounds customizable fields which use a surprisingly small font. Hold down the display button, and the screen reverses its black-on-white scheme for a slightly more contrasty layout. Bluetooth connectivity can be routed through the Harley-Davidson app, a la LiveWire. Though the rider triangle is comfortable for most (one 6’ 6” rider in our group required a bit of adjustment before getting comfortable), there’s an awkwardness to some of the controls: the start button/kill switch is curiously positioned atop the right grip, the turn signal switch requires a bit of a reach and deactivates if it’s tapped a second time, and the kickstand can feel too low to the ground with the auto-lowering suspension until the bike is completely rested on its side.

The Revolution Max powerplant fires up with the requisite Harley thrum, whose timbre is accentuated by an available Screamin’ Eagle titanium exhaust that shaves off 6.5 lbs of mass. Rather than the familiar potato potato tune of its Milwaukee 8 cousins, the Revolution Max’s sound is a bit steadier and more refined, offering a bass note that’s present but not obnoxiously loud. Tipping the scales at 534 lbs (or 559 lbs in Special trim), the Pan America feels substantial as it’s lifted off its side stand. Twist the throttle, though, and it gets up and goes nicely enough off the line, with the smooth spinning V-twin getting into its groove once it passes around 2,500 rpm or so.

While the Harley mill doesn’t have the lumpy, low-end thrust of BMW’s 1250 boxer, it does have a healthy midrange and an even stronger pull towards max revs. The high-end oomph is surprising, especially from the brand known for loping, low-revving air-cooled engines. The clutch lever is light and the six-speed shifter clicks through gears with crisp accuracy, though the engine’s eagerness makes us wish a quickshift option was available for more seamless acceleration.

Ride modes include Road, Sport, and Rain, as well as Offroad and Offroad+. The latter setting is the least restrictive. Independently customizable modes also enable throttle mapping, engine braking, ABS, traction control, and suspension damping settings to be individually calibrated. This offers a fairly deep array of variables to mess with and allows riders to tailor the bike’s behavior to their riding style. Cruise on pavement, and the Pan Am feels surefooted, smooth, and easy to ride quickly and confidently.

Throttle response is less syrupy in Sport mode, and Road’s more refined manners make it easier to ride smoothly. Our miles of highway riding, while relatively sedate in pace, revealed good wind protection (at least for my 5’ 11” frame) and minimal fatigue from the usual Harley culprits like rattly grips or ear-splitting exhaust. Bumps are soaked up well, even with the spoked wheels which displace 14 pounds more unsprung mass than their cast aluminum counterparts. The linked, lean angle-sensitive brakes operate with good lever feel, and there’s enough power in the four-piston front stoppers to enact serious deceleration. The single-piston rear is strong enough to be applied individually when desired, or for sliding the tail off road at will.

Ride modes can be switched on the fly, though Offroad+ requires the bike to be at a standstill, as it frees up most of the electronic nannies and enables the Pan America to move around more freely in the dirt. During a few brief stints off-road, my Pan Am responded about as well as you could hope a 559 lb motorcycle to. Equipped with Michelin Scorcher tires during the first day of primarily on-road riding and Michelin Anakee Wilds on the second, more off-road-oriented day, the Harley felt equally ready for both styles of riding.

In fact, according to H-D brass, the bike was developed over the course of 1 million test miles split equally between tarmac and trail. Some of the suspension’s off-road development miles were actually accumulated on the LiveWire mules ridden by Ewan McGregor and Charley Boorman in the 2020 documentary Long Way Up. That said, I didn’t spend the entirety of the second day testing the Pan America off road because, well, an unplanned dismount upended my plans.

My memories of the proceedings are hazy—concussions have a way of wiping away direct recollections around the time of impact—but I later learned that our ride leader and several other riders also laid down the Pan Am on some of the sandier trails, which I’ll admit made me feel about 5 percent less awful about my mishap. I was fortunate to be decked out in gear that helped me avert far more serious injuries: An Arai XD4 helmet, an Alpinestars armored Revenant jacket, a Dainese D-Air vest which deployed an airbag that likely saved me from a cracked rib cage or worse, and armored Alpinestars boots.

At the end of the day, the Harley-Davidson Pan America acquits itself remarkably well in a field of motorcycles that have enjoyed years of evolution and continual refinement. Sure, there are niggly bits here and there— the windshield adjustment mechanism can get testy, the kickstand positioning is less than ideal, the onscreen graphics can be hard to read, and some of the switchgear requires an awkward reach—but the underpinnings are stout and clearly well-developed. From the refinement of the drivetrain to the variability of the suspension, and even the availability of appropriately ADV-focused accessories and Rev’It-developed riding gear, the Pan America is very well sorted.

Harley’s new Pan America offers an auspiciously American adventure bike alternative that doesn’t feel like a compromise of any sort. Distinctive, well-executed, and perhaps most importantly soulful, it nods at the brand’s flat track roots while finally elevating them beyond the heavyweight cruiser realm and well into the 21st century. While there’s no telling how long the adventure bike trend will remain white-hot, Harley-Davidson’s development of the Pan America into a well-rounded on and off-road bike speaks volumes to what we hope is a bright future for the brand.

Apr 24
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Triumph Tiger 850 Sport review

By General Posts

by Kyle Hyatt from https://www.cnet.com

2021 Triumph Tiger 850 Sport review: The Brits take on entry-level adventure

Can Triumph’s cheaper, leaner Tiger stand out in a crowded motorcycle class?

Middleweight adventure bikes are among my favorite motorcycles. They’re good at everything — comfortable, fun to ride, capable off-road and surprisingly competent on a canyon road. The middleweight Triumph Tiger is a bike I know and love, having owned a 2015 800 XCX. Now there’s a new, lower-cost Tiger 850 Sport. Is the middleweight magic still there?

The heart of the bike is its three-cylinder engine. This engine offers the torque of a twin but the increased top end of a four-cylinder, and makes its own unique set of noises. The Tiger 850 Sport’s triple is an 888-cc unit that produces 84 horsepower at 8,500 rpm and 60 pound-feet of torque at 6,500 rpm.

The engine is basically the same unit you’ll find in the more expensive Tiger 900. In the 850 Sport, the triple is detuned to make it a little more new-rider-friendly and help differentiate it from its sibling. The engine is paired with a six-speed gearbox with a chain final drive and a cable-actuated clutch. The transmission is accurate and direct, but not as slick as I’ve come to expect from other modern Triumphs. The clutch is light, though, and easy to modulate.

Off-the-line performance is reasonable if not thrilling, and I doubt that most people will notice the 9-hp deficit between the 850 Sport and the more expensive 900. The transmission’s gearing is well-suited to the triple engine’s power band. While it no longer sounds like the whistly, warbly Triumph triples of old, I still consider it and its derivatives some of the best engines in the business thanks to their smoothness, tractability and overall personality.

The Tiger 850’s Marzocchi-sourced suspension is a little more basic than I’d like in terms of adjustability, but the stock settings are comfortable and should work just fine for most riders. The 45-millimeter front fork isn’t adjustable, and the rear monoshock is adjustable for preload only. The Tiger’s braking system comes from Brembo, with some nice four-piston Stylema calipers up front gripping 320-mm rotors. The rear brake is a single-piston affair gripping a 255-mm rotor. Anti-lock brakes are standard.

The Tiger 850 Sport is a heavily road-biased adventure bike, and the lack of off-road pretensions is a good thing. Even with its large-ish 19-inch front wheel, the Sport feels agile on the road, where other, more off-road focused Tigers with 21-inch wheels can feel a little sluggish when changing direction. The suspension is also well-calibrated for road use, with the ability to smooth out rough pavement but enough stiffness to keep the bike from feeling too floaty when pushed hard.

Modern Triumphs are generally pretty well equipped in the electronics department. The Tiger 850 is a little less feature-rich than other models, but it offers plenty for its target riders. In addition to the standard two-channel ABS, you also get basic traction control and user-selectable ride modes. Regrettably, one of the ways in which Triumph opted to lower costs was to ditch the inertial measurement unit that adds lean sensitivity to the bike’s electronics. If you want that, you have to step up to the 900.

The Tiger 850 Sport doesn’t suffer much from the lack of more advanced electronics, thanks to its well-engineered chassis and fantastic ergonomics. The Tiger does an excellent job of riding the fence between being a capable adventure bike and an approachable, easy-to-ride touring motorcycle. The bike’s 31.9-inch standover height is still going to be a little tall for some, but it’s in line with other bikes in the class. It’s also relatively light for the category at 428 pounds dry.

The 850 Sport goes up against bikes like the BMW F750 GS, the KTM 890 Adventure and the Moto Guzzi V85TT. Out of these, the Triumph holds its own in terms of power with all but the KTM. It also lacks some of the BMW’s optional technical goodies, like a dynamic suspension, but that’s reflected in the Tiger’s price.

The 2021 Triumph Tiger 850 Sport retails for $11,995 before you add anything like accessories or luggage. For comparison, the higher-spec Tiger 900 will cost you $14,700, while the BMW F750 GS starts at $11,490. The KTM begins at $13,099 and the Moto Guzzi goes for $12,990.

In a segment with as much competition as the middleweight adventure bike category, would I buy the Tiger 850 Sport? Honestly, no. It’s not that it’s a bad bike, it’s just that the Tiger 850 doesn’t make a compelling argument for itself. With their added electronics and other niceties, the Tiger 900 or its European competitors are likely better buys.

Apr 06
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Bikernet Book of the Week Club Review

By General Posts

Review of Hunter Biden’s autobiography “Beautiful Things”
By J.J. Solari

Editor’s Note: All information in this article has come from trusted sources who wish to remain anonymous who have spoken to people who have read reports regarding speculations deemed to be actual and factual speculations regarding reported likelihoods that are considered well within the parameters of probability as determined by science with a plus or minus accuracy that is deemed acceptable over and above the charts and models traditionally used in the determination of determinants under conditions of anonymity.

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Mar 12
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Motorcycle Cooling Vests Product Review

By General Posts

A Cooling Vest Can Be a Godsend in Triple Digit Heat!
Photos and text by Gary Mraz

It gets hot there in the South West this time of year and a cooling vest can be a godsend in triple digit heat. There are a lot of options for us motorcyclists, and evaporative cooling vests are common. You pull them out when needed, soak them in water and become a human swamp cooler. Ice-chilled cooling vests require ice packs or cooling packs that can freeze at a moderate temperature of 58° Fahrenheit. There are even thermoelectric cooling vests utilizing water pushed through tubes with motors and batteries.

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