Suzuki’s heavily updated V-Strom 1050 arrive in Australian Suzuki dealerships today with the V-Strom 1050 starting at $17,990 ride away, while the high-spec XT model retails for $20,990 ride away.
To coincide with the model release Suzuki today revealed the details of two new accessory packages for the new 1050 Strom.
2020 Suzuki V-Strom Accessory Packs – Click to enlarge
Voyager Pack
The ‘Voyager Pack’ comprises a full set of Genuine Suzuki aluminium luggage; consisting of an extremely tough 38L top box, constructed from 1.5mm aluminium, further strengthened by featuring lid and side wall ribbed contours. The lid also features four large tie-down points integrated into the design.
Voyager Pack
The top case is accompanied by a set of tough 37L quick-release, waterproof aluminium side cases. As a matching system, many features are shared across all three pieces including construction material, stainless steel latches, glass-fibre reinforced plastic corner covers for additional protection and integrated tie-down points.
Voyager Pack
The side case lids are also completely removable via a quick release fastener system for superior access and easy cleaning.
Voyager Pack
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable by key, lock sets and all required mounting bracketry are included in the kit.
Voyager Pack
Available now in both powder-coated black and anodised silver finishes for $3,599 and $3,699 respectively.
Trekker Pack
The premium ‘Trekker Pack’ takes things up a notch towards building the ultimate V-Strom.
Trekker Pack
Consisting of the aforementioned aluminium luggage set, the Trekker Pack also includes Genuine Suzuki accessory plug and play heated grip set for greater comfort in colder conditions, a complete LED fog lamp set for improved illumination of the road.
Trekker Pack
Protection is also taken to the next level with the inclusion of the robust accessory bar set and a 4mm aluminium skid plate.
Trekker Pack
The Trekker Pack is available in black and silver kit variants for $6,199 and $6,299 respectively.
Suzuki encourages customers to build their own dream V-Strom 1050 by visiting suzukimotorcycles.com.au by experiencing the ‘Build Your Bike’ feature. Click & Collect orders can also be placed online using this system.
Customers wishing to check out the new V-Strom 1050 in-store and book-in for a test ride, can do so by getting in touch with their nearest demonstrator stocking dealership, listed below.
Chinese motorcycle manufacturer CFMoto is planning to come out punching in 2021 with a range of models power by an all-new 693 cc parallel-twin that makes 73 horsepower at 8500 rpm and 68 Nm of torque. With a dry weight of 183 kg that promises decent performance.
This will be CFMoto’s first, but certainly not their last, step up to a larger engined range of motorcycles and they are gunning for success with a high standard specification that includes adjustable KYB suspension with a generous 150 mm of travel, J.Juan four-piston radial brakes with Continental ABS, Bosch ride-by-wire with riding modes, and DRLs along with a slipper clutch and cruise control.
Standard spec is really quite high with J.Juan radial four-piston brake and adjustable KYB suspension
These machines were first unveiled at EICMA last year and have now been released into the Chinese domestic market ahead of their international release with the bikes expected to hit Australia early next year.
An adventure variant is on the way early next year
The first of the triumvirate to arrive will be the 700CL-X Heritage in February and it will be followed soon after by the 700CL-X Adventure and 700CL-X Sport.
CFMoto 700 CL-X Sport
A wide range of individualisation accessories will be available for the Heritage with practical items such as panniers joining the range of bling.
CFMoto 700CL-X Heritage
CFMOTO Australia director Michael Poynton says the 700CL-X is a watershed model for the brand as its first full-power bike to take on Australia’s middleweight naked segment.
CFMoto coming out swining in 2021 with new three-model CL-X range
“The 700CL-X is extremely important to us. It will be the company’s first non-LAMS model, and it’s just the tip of the iceberg of what we can expect from CFMOTO as a result of its relationship with KTM,” Poynton says. “Underscoring that relationship is a significant joint venture built on bricks and mortar. This comprises an all-new office and R&D building, in Hangzhou, China, which officially opened this month, as well as a new manufacturing facility nearby, which will be operational later this year.”
CFMoto 700CL-X Heritage
CFMoto has been assembling low-capacity KTM motorcycles in China since 2011 and the companies are stepping up their activities as the Chinese plant has also recently taken over the production of KTM’s middleweight range. It is also expected that the previous generation LC8 KTM V-Twin will make its way into a new CFMoto model line-up in the future.
CFMoto 700CL-X Heritage
Pricing for the 700CL-X range will be announced at a later date.
Indian Motorcycle has issued a global recall on 2019 Scout and Scout Bobber motorcycles for a possible problem with the brakes.
The brake fluid on some bike might not have been filled to the manufacturer’s quality standards which could allow an air bubble which would affect braking efficiency.
An official Australian Competition and Consumer Commission notice has not yet been released, but Indian Motorcycle Australia says owners have been contacted.
We publish all recall notices in case ownership changes hands and the distributor is not notified.
Inspect brakes
Since the official notice has not been released, we suggest riders check their brakes before riding and arrange an inspection.
The original notice advised riders to do the following urgent pre-ride inspection before riding the bike straight to the dealership:
Press down on the rear brake pedal. It should move freely and smoothly. The pedal should feel firm and continue to feel firm until released.
Release the pedal. It should return to its rest position quickly when released.
Repeat Pre-Ride Inspection for the front brake lever. Ensure the lever feels firm and that it returns to rest position quickly when released.
“If either the front or rear brake fails to perform as stated or travels too far before beginning to engage the brake, please contact your Indian Motorcycle dealer directly,” the 2018 notice said.
It’s always a good idea to do this sort of inspection with any bike as part of your usual pre-ride check.
It is believed the new notice invites riders to make an appointment at their Indian dealership for the brake fluid to be flushed and replaced, free of charge.
The manufacturer confirmed that no components of the brake system needed to be replaced.
We will update this article with the official notice if/when it is released along with the VINs of affected vehicles.
Indian Scout Bobber
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
The venerable V-Strom hasn’t changed much in its nearly two-decade history, which is testament to the fact that Suzuki pretty much got it right back in 2002, when it became the first Japanese manufacturer to enter the large-displacement ADV market in the U.S. The 2002 DL1000 V-Strom was powered by a proven 90-degree twin with a superbike pedigree and had tallish suspension, a 19-inch front wheel and the user friendliness and reliability that might’ve been lacking in its contemporaries. This Goldilocks adventure tourer helped define the niche and quite possibly aided its explosion into mainstream popularity; almost 20 years later, the ADV segment is booming, with even Harley-Davidson acknowledging the fact with an adventure bike prototype of its own.
We’re big fans of the V-Stroms here at Rider, both the 650 and 1,000cc variations. The larger version especially checks all the ADV touring boxes—plenty of power, bulletproof reliability (and a large dealer network just in case), ample luggage-carrying capacity, tons of aftermarket farkles and the ability to comfortably carry a rider (and passenger) over vast distances and terrain ranging from smooth pavement to dirt or gravel forest roads. If you want something more off-road oriented there are better choices, but for the vast majority of adventure riders the V-Strom is an ideal mount.
Giant Sequoia National Forest is home to some of the largest trees on earth. We packed up our V-Strom 1050XT with camping gear and hit the road to pay a visit to these amazing redwoods.
Most of the model’s updates and changes over the last 18 years have focused on technology and performance, and this last one was a doozy. For 2020, the V-Strom 1050 gets a new throttle-by-wire system with three ride modes, updated traction control and—on the mid-level XT and top-of-the-line XT Adventure versions—the Suzuki Intelligent Ride System (SIRS), with a 6-axis IMU, cruise control, cornering/combined ABS, hill hold control and slope/load-dependent braking. Despite the nomenclature change, engine displacement is actually the same as before (1,037cc), though it is now Euro 5 compliant—quite an accomplishment considering it’s based on a design first used in 1990s-era TL1000S/R sportbikes. Peak horsepower is up, with the Jett Tuning dyno registering 96.3 at 8,500 rpm (compared to 91.8 at 9,100 on our 2018 test bike), and peak torque is unchanged with 66.1 lb-ft at 6,300 rpm (compared to 66.2 at 3,900). The fully adjustable 43mm inverted fork and rebound- and remote preload-adjustable rear shock, both with 6.3 inches of travel, are unchanged except for minor spring and damping rate adjustments. Rounding out the updates, of course, is the total styling redesign by Ichiro Miyata, the designer of the 1980s DR-Big dual-sport that was the inspiration for the new Strom’s throwback style. (You can get more details about the updates for the 2020 V-Strom 1050 in the April 2020 issue, or in our 2020 V-Strom 1050XT First Ride Review.)
We knew we wanted to snag a test bike and hit the road for some much-needed throttle therapy, and as we noted in the Ridden & Rated review referenced above, we knew we had to have one of the two awesome retro color schemes. This meant getting an XT—the base model only comes in Glass Sparkle Black/Solid Iron Gray. The XT Adventure, which is an XT with hard aluminum panniers and heated grips, only comes in Glass Sparkle Black. Being June, the heated grips weren’t a problem, but we definitely needed luggage. The Adventure’s panniers will bolt right onto the XT, but because of COVID-related delays we weren’t able to get a set in time, so we dropped on Suzuki’s standard plastic side cases, strapped a Nelson-Rigg waterproof duffel to the rear rack and called it good. Now…where to go?
Compliant suspension and smooth throttle response (in B and C modes) make the 566-pound Strom easy to handle in the dirt.
Ever since a 2017 visit to Sequoia National Forest was squelched due to a wildfire, I’ve been dying to ride there and see the famous trees. A member of the redwood family, giant sequoias are the most massive individual trees on earth, and are among the oldest living organisms—the oldest giant sequoia is around 3,200 years old. They grow to an average height of 164 to 279 feet, with trunks that range from 20 to 26 feet in diameter. Unlike their coast redwood cousins, giant sequoias have a very limited natural range, a strip along California’s Western Sierra Nevada just 20 miles wide by about 270 miles long. To stand in their presence is to appreciate the power of nature, incapable of feeling anything other than awe and humility among the towering giants.
Campgrounds were just starting to reopen when I planned the trip, so I snapped up a reserved tent site in the Sequoia National Forest at Redwood Meadow Campground, which is adjacent to the Trail of a Hundred Giants. This paved walking path meanders through a grove of giant sequoias, with interpretive signs and several benches where you can sit and bask in the dappled sunlight beneath 2,000-year-old trees. A bit farther north are Sequoia and Kings Canyon National Parks, and past those lies Yosemite National Park, making this a good southern starting point for Sierra Nevada exploration. Unfortunately, my time was limited so I focused on achieving my objective—visiting the sequoias—and enjoying the ride there and back on the new V-Strom 1050XT.
The first couple of hours were spent just getting away from the Los Angeles metro sprawl and then across the hot, dusty Central Valley, giving me a great opportunity to assess the Strom’s comfort and wind protection. I left the seat in the higher position (34.3/33.5 inches) because my long legs appreciated the more relaxed knee bend (although it was still noticeably tighter than the Tiger 900 Rally Pro I’d just tour tested a few days prior). I started with the windscreen near the top of its adjustment range but was experiencing some buffeting; by the end of the trip I found that the middle was the sweet spot for me—fairly clean air, and just enough across the top of my helmet to keep it flowing through the vents. Unfortunately, adjustments are a bit of a pain because the lever locking the screen into place is located on the front, directly above the headlight. So not only must you stop the bike, you must also dismount and walk to the front in order to adjust the screen up and down. Despite the long bar end weights, I was feeling a considerable amount of vibration in the grips and was grateful for the new cruise control. However, the cruise control set/resume/speed up/down buttons on the left switchgear are the same ones used to scroll through some of the information available on the LCD instrument, so you won’t be able to view important info like fuel range unless you already have it on the screen when you turn on the cruise. Speaking of the LCD, it includes a lot of useful info but is dark, crowded with tiny letters and numbers, and susceptible to glare, all of which can make it tough to read at a glance. That said, I did find it easy to navigate through the various SDMS (throttle response) modes and ABS and traction control settings. The new, wider footpegs have thick rubber inserts that dampen vibes and are quite comfortable when standing up off-road, but it was a nagging annoyance that they tended to catch my riding pants whenever I’d put my feet down.
As nitpicks went, that was it. Turning onto twisty, bumpy, beautiful Caliente Bodfish Road, I knew I was in the Strom’s element. It’s long and low but tips into corners on its street-oriented Bridgestone Battlax Adventure A41 tires with ease, compliant suspension soaking up the many pavement irregularities on this barely two-lane mountain road. Suspension can be a sore point for me, with less-expensive non-adjustable setups almost always set too stiffly for a rider of my size, and even some adjustable units can be tough to properly dial in. But the V-Strom 1050XT was a pleasure, and on the occasions when I ventured off-pavement in search of a nice view it didn’t bounce me around and made it easy to maintain balance and throttle control.
Traffic jam, mountain-style.
The new ride modes are well-sorted, with three choices, A, B and C. I found A mode to be too abrupt for my personal taste, and C is rather mellow, best for rainy or slick conditions. Whether on-road or off, I preferred B mode and its natural feel, with no on/off hiccups and linear response. The engine has plenty of mid- and higher-range get-up-and-go and is geared rather tall, which put me in the unexpected (for a V-twin) position of having to shift a fair amount on tighter, more technical roads. Third gear, for example, will easily carry 50 mph, and I didn’t need sixth until well past 70. Even so, there’s enough torque on tap to pull you out of a tight corner if you’re feeling lazy—or don’t have a sporty friend you’re trying to keep up with. And if you’re feeling your oats and spur the big Strom to a faster pace, its user-friendly character really starts to shine. It’s stable and responsive, the throttle, chassis, engine and suspension working together to create a drama-free, just-enjoy-the-ride experience, and the radially mounted Tokico 4-piston front calipers and Nissin single-piston rear caliper provide plenty of peace of mind. As we noted in our initial review, the brakes have good initial bite and feel but then go a bit vague, though actual performance doesn’t fade. Befitting the V-Strom’s more street-oriented adventure personality, the cornering/combined ABS has two modes for more/less intervention, but it cannot be disabled.
Climbing out of the little town of Kernville, southern gateway to the Western Sierra, the temperature gauge on the LCD started dropping from its high of 102 to the mid-80s, and at a photo stop along the beautiful Kern River, famed for its rafting and fly fishing opportunities, I dropped the windscreen into its lowest position to best take advantage of the cooler mountain air. Mountain Highway 99 follows the river upstream before making a turn to the west and continuing to climb deeper into the Sequoia National Forest, past the granite dome of Capitol Rock and the tiny private community of Johnsondale. After Johnsondale, the road changes names to Mountain Highway 50 and continues climbing; my temperature gauge moved in direct opposition to the altitude, dropping into the 70s, and the air was now scented with cedar and pine. Roughly 10 miles later, a well-marked right turn at a four-way stop onto Mountain Highway 90, a.k.a. the Great Western Divide Highway, leads to the Redwood Meadow Campground, my stopping point for the night.
Smooth curves are a delight, but it’s on the gnarly, bumpy stuff that the V-Strom shines, its 6.3 inches of suspension soaking it all up for a comfortable ride.
After setting up camp and emptying my side cases, I backtracked to the store in Johnsondale for provisions—water, snacks and a sandwich for dinner. I’d strapped my stretchy cargo net across the Strom’s pillion seat and rear rack—there are plenty of tie-down points and hooks—expecting to buy some firewood as well, but as it turned out the Forest Service was doing some dead fuel clearing so I relieved one pile of a few smaller, conveniently-cut logs and foraged around my campsite for starter wood. Provisions and firewood unloaded from my trusty steed, it was time to stretch my legs with a stroll on the Trail of a Hundred Giants, finally getting my chance to see these magnificent trees in person.
The next morning, after an a surprise delay caused by a cattle drive—complete with seven cowboys and four dogs helping the mooing bovines along—I backtracked down the mountain, now watching the temperature go up as the altitude dropped, and aimed my front wheel toward home. The V-Strom 1050XT had proven it’s still one of the best adventure touring values out there, with technological improvements that keep it on par with its competition, a retro-cool new look and the same mix of friendly personality and performance that’s made it a stalwart favorite for the last 20 years.
The V-Strom 1050XT comes with engine guards but no skid plate. Below:
Wednesday rise sees Cairoli back on top in MXGP of Riga
Section: Competition
Geerts completes first double in MX2 to close in on points-lead.
Image: Supplied.
Red Bull KTM’s Antonio Cairoli stood back atop the MXGP World Championship podium on Wednesday in the GP of Riga, as Jago Geerts claimed a spectacular double in MX2.
Cairoli controlled the opening moto to win ahead of Romain Febvre (Monster Energy Kawasaki) and Jeffrey Herlings (Red Bull KTM), who recovered from an opening lap fall.
The second outing – drama-packed much like the first – saw a late error of Herlings that also caused Cairoli to go down allow pole-setter Arminas Jasikonis (Rockstar Energy Husqvarna), placing him fourth overall.
Second in the moto was Jeremy Seewer (Monster Energy Yamaha) ahead of Herlings and Cairoli once they remounted, handing Cairoli his first overall in over a year from Seewer and Herlings.
Australia’s Mitch Evans showed signs of improvement with a better start in moto two, going 26-15 for 19th overall. Team HRC teammate Tim Gajser exited moto one after two crashes, but was fifth in the second affair.
The MX2 round belonged to Monster Energy Yamaha’s Jago Geerts as he went 1-1, leading F&H Kawasaki Racing teammates Roan Van de Moosdijk and teammate Mathys Boisrame.
Of the Australians, Jed Beaton (Rockstar Energy Husqvarna) was sixth, Bailey Maliewicz (Team Honda 114 Motorsports) 19th and his teammate Nathan Crawford a non-scorer in both motos.
If you don’t know what an Occy strap is, it’s a stretchy strap or bungee cord with a hook on each end.
There is a wide range of types and they do the job … usually.
However, they can also fail with catastrophic consequences.
I think there are many other alternatives out there that are far better than ancient Occy straps and shopping bags such as this convenient Nelson-Rigg tailbag.
Nelson-Rigg Commuter Lite tail bag
But if you are going to use Occy straps to hold your luggage to your rear rack or pillion seat, there are some simple guidelines you should follow.
Frayed Occy straps
The first is to replace them when they start to look frayed.
You never quite know when a fray will turn into a snap and your luggage spills across the highway.
An Occy strap can easily fray from use and also from rubbing against a sharp object such as a bolt or frame weld.
By hook or by crook
Make sure the hook has a decent bend and hasn’t straightened out from being hooked and unhooked hundreds of times.
If the plastic coating around the hook is cracked, the hook may also be rusted, so replace the strap.
Also, check that the knot inside the hook is secure. This is usually one of the first points of failure on an Occy strap.
Make sure you attach the hook to a solid, unmovable part of the bike where it won’t scratch paintwork or chrome, or interfere with any working parts such as the chain.
Keep straps away from hot engine parts and exhausts.
Try to pass the strap through some sort of loop on the luggage.
Be careful when pulling really tight. If it slips out of your hand it can whack you in the face!
A North of England man will attempt to set a new Guinness world record for a “high chair wheelie” sitting on the handlebars while doing a wheelie at 200km/h (124mph).
This outrageous event takes place this weekend (15-16 August 2020) at Elvington Airfield, North Yorkshire during theMotorcycle Wheelie World Championship.
The bike he will be using is a Suzuki GSX-R1000 K3 which is fully stock, performance wise.
However, he fitted a hand-operated rear brake, straight bars and an electronic gear shifter.
Jonny Davies aka ‘Stunter Jonny’ is a 28-year-old based in County Durham and is the current British and Scottish Stunt Champion.
To be successful, he needs to beat the current record of 108mph which was set by Irish man Enda Wright in 2006.
Top speed wheelie records
Egbert van Popta wheelies at 213mph in 2016 (photo Phil Evans)
The high chair wheelie is one of many conventional and unusual record attempts on a range of machines at Elvington Airfield.
This is the first event run by Straightliners since COVID-19 lockdown began. They usually host about 40 events around the UK.
They have included speed records by a shed, a shopping trolley, toilets and more!
Matt McKeown (Plymouth) on his jet powered shopping trolley set an unofficial world record of 61.18mph in 2015 (photo Steve McDonald)
All runs are electronically timed under the auspices of the UK Timing Association (UKTA) with competitors receiving a personal performance print-out showing their times and speeds.
Drivers and riders will be entitled to a number of runs depending on how many people are taking part.
Runs take place on a first-come, first-served basis. COVID-19 social distancing rules will be applied.
A new BMW Motorrad patent for a carbon fibre swingarm brings the hi-tech, lightweight technology closer to mass production through a manufacturing process that makes it more affordable.
A new filing patent brings that technology closer to mass production.
Instead of a conventional swingarm pivot, the patent shows a flexible carbon fibre with the swingarm integrated into the chassis.
Carbon fibre and other lightweight materials are becoming more prevalent in motorcycle design with a wide range of benefits to handling, braking, acceleration, fuel economy and emissions.
The properties of carbon fibre that make it so attractive to motorcycle manufacturers is its light weight and high strength.
Carbon fibre and other lightweight materials are becoming more prevalent in motorcycle design with a wide range of benefits to handling, braking, acceleration, fuel economy and emissions.
The properties of carbon fibre that make it so attractive to motorcycle manufacturers is its light weight and high strength.
Carbon fibre construction has come a long way since it was first used in a motorcycle in 1994 in Cagiva’s C194 500cc two-stroke.
It featured a chassis made of carbon-fibre and alloy, but was short-lived.
The other famous early use of carbon fibre was in chassis of the Britten V1000, designed and hand-built by Kiwi John Britten.
Britten V1000
John, a brilliant, but dyslexic mechanical engineer, died of skin cancer in 1995 having hand-built only 10 V1000s.
Carbon fibre is today used extensively in motorsport and expensive automobiles and motorcycles such as the Ducati Desmosedici.
Carbon swingarm project
Carbon fibre is expensive because it is difficult to mass-produce.
However, manufacturing processes are improving, resulting in better quality finishes and cheaper products.
Joachim Starke, who is in charge of BMW’s lightweight composite fibres, says the HP4 RACE combined optimum technical qualities, uniform manufacturing quality and cost efficiency for the first time.
The HP4 RAE swingarm was made of carbon fibre reinforced plastic with CFP tape reinforcements using thermoplastic material.
BMW HP4 RACE swingarm
BMW believes it will be possible to establish a cost-efficient manufacturing process suitable for the large-scale production of such injection-mould components.
He says they developed a technology that allows precise configuration of component properties by using a variety of composite and metal inserts.
“This scalability means that a single tool can be used to produce a wide range of different components at cycle times of less than a minute,” he says.
“The maximum strength can be adjusted by means of additional CFP panels which can be thermoplastically joined.”
BMW also used welding robots in the process to reduce costs.
The HP4 RACE carbon fibre project forms the basis for the use of carbon fibre in serial production of BMW motorcycles and automobiles.
BMW HP4 RACE
Carbon technology explained
BMW project manager Elmar Jäger explains the technology:
We opted for chassis components under continuous load since the requirements involved are especially demanding. While car chassis parts are concealed, the visible motorcycle rear swinging arm was ideal for our project since the forces at work are immediately evident. Our production technique uses CFP in the form of high-strength endless fibres where this is required by the stress pattern, while an injection mould part with short CFP recycling fibres is used where the stress levels are not as high. In this way, we developed a cost-efficient design that can be scaled according to requirements by inserting endless fibres with varying levels of strength in the same tool.
However, safety is a shared responsibility, so riders have to accept some of the blame in SMIDSY crashes and should do their best to avoid them by being seen and heard.
This can mean moving around on the road to attract attention, slowing down, beeping the horn to alert drivers and some suggest a loud muffler can help.
While I don’t advocate mandatory bright riding gear, a rider on a matte black bike with a matching helmet and jacket must admit they are a stealth machine that is camouflaged to match the tarmac.
Many riders choose black because it doesn’t show the road grime as much as lighter colours.
And no motorcycle accessories manufacturer ever went broke making loads of black gear.
However, we really can’t lay 100% blame on a driver for not seeing us if we dress that way.
Stealth helmet
Dark vision
Getting back to the Nexx stealth helmet, like the X.R2 Carbon and Carbon Zero, the Dark Vision Carbon has a lightweight carbon fibre shell in two sizes — XS-L and XL-XXXL.
Carbon
Carbon Zero
The only difference is that it is matte black with a tiny yellow stripe on the chin.
It includes their Air Dynamic System with five intakes on the front and four exhaust vents on the back, so it should be cool in summer.
Inside is a three-layer EPS to absorb impact absorption and a removable and washable CoolMax 3D lining.
It also has Ergo Padding System which means you can select different sized padding for a perfect fit.
Other features are a double D-ring fastener, chin spoiler and anti-scratch polycarbonate Lexan visor with central lock system that has a FastShot system for quick removal.
The entire production process of NEXX helmets is done in Portugal and not outsourced to other countries as many other helmet manufacturers do.
They boast a team of more than 160 workers skilled in helmet shell sculpture, leather manipulation, stitching, paintwork and engineering. Every helmet has to pass more than 50 control steps.
There is no word yet on prices in Australia, but they are available overseas for $US599.95 (about $A830).
Harley-Davidson’s United We Will Ride campaign is set to help folks get through these tough times.
Begin Press Release:
HARLEY-DAVIDSON AND JASON MOMOA COLLABORATE DURING SOCIAL DISTANCING TO CELEBRATE THE POWER OF RIDING
“United We Will Ride”
MILWAUKEE (August 11th, 2020) – For more than 117 years, Harley-Davidson has brought people together to experience adventure and freedom for the soul. Harley-Davidson is proud to announce a new element of the company’s United We Will Ride campaign that celebrates its mission in collaboration with actor and Harley-Davidson enthusiast Jason Momoa.
Momoa has produced and directed a new video series that follows six Harley-Davidson riders as they navigate through the dark days of the pandemic using the power of riding to engage with their families, their communities, and themselves. The lead video will be followed by six additional features that showcase how different riders experience freedom for the soul through their Harley-Davidson® motorcycles.
“More than building machines, Harley-Davidson stands for the timeless pursuit of adventure,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. “That is our mission. And with this brand campaign, Harley-Davidson and Jason Momoa are showcasing how this pursuit is strengthened through tough times. H-D riders and their experiences serve as inspiration for the power of two wheels from vintage custom motorcycles, to the electric Harley-Davidson LiveWire® motorcycle.”
“Motorcycles have brought me places that have changed my life and around people that have molded who I am.” said Jason Momoa. “With my latest production for Harley-Davidson, I’m seeking to broadcast the beauty of riding and the spirit of the motorcycling community during this unprecedented time to encourage riders and aspiring riders to ride. Let’s Ride!”
Let’s Ride Challenge
Harley-Davidson is showcasing the power of riding with the Let’s Ride Challenge launched as part of the United We Will Ride campaign. Through riding-related activities, participants can earn Let’s Ride Challenge sweepstakes* entries for a chance to win prizes celebrating the community and spirit of two wheels, including a custom 2020 Harley-Davidson Low Rider® S motorcycle grand prize and weekly drawings for additional prizes.
*NO PURCHASE NECESSARY. A PURCHASE WILL NOT INCREASE YOUR CHANCES OF WINNING. LEGAL RESIDENTS OF THE 50 UNITED STATES (D.C.) 18 YEARS OR OLDER. VOID WHERE PROHIBITED. Sweepstakes ends 8/31/2020. For Official Rules, alternate method of entry, prize descriptions and odds disclosure, visit www.H-D.com/LetsRide. Sponsor: Harley-Davidson Motor Company, Inc., 3700 W. Juneau Ave, Milwaukee, WI 53208.
