VIDEO: Yammie Noob Gives the MT-09 For a First Impression Ride

With the new 2021 MT-09 being given a complete front-end redesign among many other updates, Youtuber Yammie Noob took this opportunity to pick up a 2019 MT-09 to be given away on his channel (yes, Papa Yams gives away plenty of motorcycles to his subscribers). Although the MT-09 has seen a full update and two years’ worth of models post-dating this model Yams has, the video is still brand new.

Although many people love to see videos about new bikes, I think Yammie Noob makes good enough content to make this worth sharing. The 2021 MT-09 hasn’t seen a ton of updates beyond visuals, so this video is still a great resource for riders looking to get onto an MT-09 from any year.

Yammie has owned a previous generation FZ-09, yet this 2019 model still packs enough punch to completely surprise him. Yams’ takes a lot of great angles for his talking points about the machine and puts things into layman’s terms for everyday riders; which in my opinion is what makes his videos so great. Although he praises the bike, he still has some great unbiased criticism for this motorcycle making this first impression ride honest and to-the-point.


John McGuinness unsure if he will race a Superbike TT again

Second TT cancellation has McPint weighing up his future

With the announcement that TT 2021 has been officially cancelled, many racers are weighing up their futures including the most famous and winningest current Isle of Man specialist John McGuinness.

Now 48, McGuinness will be 50 when the next TT Races take place in 2022, from Saturday 28th May to Saturday 11th June. The TT legend spoke to Manx Radio overnight.

John McGuinness

“A little bit empty really, I am sort of not surprised, just sad really, for me, selfishly it is wrong time of my career to be missing another TT. 

John McGuinness
John McGuinness – TT 2016

“We sort of expected they might try and run it in August,  so it is a bit of a shock for it to be called now, but I understand, it is just the way it is. You guys are clean on the Isle of Man that is the way it should be. 

“Next time I stand on the start line I will be 50 years old, looking down Bray Hill on a Superbike, I don’t know if that is going to happen.

John McGuinness
John McGuinness – TT 2016

“The people around me, the family, the friends, the sponsors, the bike will be there if I want it, but a couple of years is a long time ahead isn’t it. 

“It is my living, it is my passion, it is my job, it’s what we all look forward to so, it is early in the decision and I am just struggling to get my head around it, but yeah super disappointed.”

The 2015 Senior TT victory was John McGuinness’s 23rd TT win and his seventh in the Senior TT.
The 2015 Senior TT victory was John McGuinness’s 23rd TT win and his seventh in the Senior TT.

McGuinness was then asked by Manx Radio’s John Moss if with this being two years in a row it endangers the future of the TT as a whole.

“I’m worried about that, it was one of my thoughts straight away, if the Isle of Man doesn’t need the TT after two years, are they ever going to need it again. I don’t know, but I really hope this absence makes the heart grow fonder..

“I’m sure we are going to miss it, and I am sure it will be back stronger and better in 2022. It gives everybody time to, the organisers and everyone else, to try and make the event better and stronger.

“To me it was a great event, I live it, a lot of success there and if it was to happen next year it would have been my 100th start so it was going to be a special moment for me, and I would really like to do my 100th start. If it is 2022, it is 2022…”

John McGuinness
John McGuinness – TT 2016

John McGuinness currently has 99 starts under his belt with a great hit rate that has earned him 23 wins and 47 podiums from his 81 finishes.


2021 Triumph Trident 660 Lands in India

From Britain to India

The greatly anticipated and highly praised Triumph Trident 660 is coming to India! If you are an Indian rider and are looking to get your hands on some British middle-weight firepower, Triumph has announced that preorders are now open (fully refundable, as well) for a fee of Rs 50,000. 

Triumph has also mentioned that they will be offering special financing options allowing for riders to get on an equated monthly installment plan of Rs 9,999 for five months.  This financing plan will only be available for a limited time through Indian dealers, though. 

This entry-priced hoon-machine will be powered by Trump’s brand-spankin’ new 660cc inline-three motorcycle producing 89 horsepower and 47 lb-ft of torque. 

If the naked styling of the Trident isn’t your thing though, be patient and wait out the storm. Rumor has it that Triumph has a few other motorcycles planned around this 660cc engine configuration and we will likely see an entry-level ADV bike and perhaps even a full-fairing sportbike. Only time will tell.

Regardless, this motorcycle was designed to compete with the likes of Yamaha’s MT-07 among other Japanese mid-displacement naked motorcycles and the pricing reflects that. If you’re trying to get onto a British manufactured naked motorcycle, the Triumph Trident is your best bet.

Motorcycle Riders Association of Queensland photo - riders at Federal Parliament mandatory recalls representative road safety survey


David Johnson disappointed at TT cancellation

No go for TT 2021

South Australia’s David Johnson has been riding high on some great recent results at the TT, including a Superstock podium last year, so missing another year of competition on the Isle of Man has come as a cruel blow to the 38-year-old.

David Johnson

Very disappointed that the TT won’t go ahead and that the discussion was made so early.

“The TT has become my main race of a season and as I’m employed by Rich Energy OMG Racing team in the UK, this has become a major dilemma not just for race but also in life as my job is now in jeopardy.

“My team have been amazing supporting me so far through all this and I will be speaking with my bosses tonight (UK morning) to talk about the plan going forward. I just hope there is a plan.”

IOMTT David Johnson Supertock Podium HondaImage
David Johnson on the Superstock podium – TT 2019

While the main game is off, the Isle of Man Government is hopeful that the Classic TT and Manx Grand Prix can take place later in the year. David Johnson won the Superbike Classic TT last year.

Classic TT Superbike David Johnson Win
David Johnson celebrates 2019 Classic TT Superbike win alongside James Hillier
Laurence Skelly – Isle of Man Government

We do not underestimate the disappointment that this decision will cause to many people. However, we are making an early and logical decision to provide certainty and clarity to race fans and everyone else involved in our event. The TT relies on thousands of volunteers and officials across a wide range of organisations and we could not move responsibly towards operating to that date and commit to welcoming tens of thousands of people to the Island in June, despite the progress towards a vaccination programme globally and on the Island.

“We evaluated all possible options including moving the TT to a date later in the year but there are complexities and risks, including scaling up of certain infrastructure and critical delivery elements of the TT, as well as existing resident and visitor travel in late August, which would cause further disruption to thousands of people.

“We remain hopeful that the Classic TT and Manx Grand Prix can take place later in the year and we look forward to welcoming visitors to our Island again.”

Paul Phillips – TT Business Development Manager

Everyone involved with the TT is of course disappointed that the event has been cancelled in 2021, but it’s a decision that has been made as early as possible so that everyone who is impacted can plan accordingly. I am sorry for all the fans, riders, teams and volunteers who will miss another year on the Island, but we as a team will be working hard to make sure that we come back with an even better event in 2022.

“We are very grateful for the continued support and loyalty shown by all our partners, as well as the event’s fans worldwide, which is a testament to the passion that people have for the event.

The Department will continue to work with its partners towards delivering the 2021 Classic TT and Manx Grand Prix, which are scheduled to run from Saturday 21st August to Friday 3rd September. A final decision on whether those events will take place will be made in Spring 2021.


Rider Magazine, November 2020

Rider Magazine, November 2020

Letter of the Month
Mark Tuttle’s column “Two-Wheeled Empowerment” (September 2020) has gotten me thinking more than I would like to admit. I keep coming back to some past moments over the last 46 years on the road. If you’re willing to try, in some instances you can go back and find those moments in time, relive those snapshots, the feelings, and remember. Motorcycles, vintage ones, are not only modes of transportation but can transport you to the past.

Walking into the local auto parts store last fall, I passed by a tired, mistreated, fork-seal-leaking, oil-soaked Suzuki GS750E. It took me back to my first one. The guys at work called it the “Purple Rain” motorcycle. Rescued from a cow pasture, my young son and I took that original bike up logging roads and on Labor Day commando camping trips, and its 1970s era top box delivered many $9 pizzas to the house on the way home. My erstwhile co-pilot and I shared precious time together adventuring both on and off the bike. Now, he’s a full-grown man and riding his machines. I had forgotten how he was an enthusiastic 12-year-old, still wanting to explore with the old man.

Dropping a business card with the then owner at the counter and just before Christmas time, I got a call to come get it! Working through the winter, I was able to clean up the “patina” on my new-to-me GS750E, righting some mechanical ills, and it’s a passable survivor. Wrenching on the old nail is like muscle memory from so many years before—not just riding, but fiddling on the 41-year-old machine has brought back a long-forgotten past. Combining our years of experience it seems like it goes better than the first one ever did.

Sure, this bike isn’t the latest or greatest. Bit by cerebral bit it has rewarded my synapses more than I thought it would. Shocking have been the comments and admiring looks it gets from passersby. It’s not even a 20-footer to look at, but more people appreciate an honest motorcycle than I thought would. Starting it on the “kicker” gets nods of approval every time, which is kinda silly considering how easy these things are to start if even tuned close.

I found another one, entirely in parts, as a stalled project. I am ready to do it again! Why? Because I’m EMPOWERED.

Steve Barton
Camano Island, Washington

Steve, we motorcyclists sure are a sentimental bunch and I include myself in that statement. Coming across a long-forgotten picture or piece of gear will often transport me back to that place — I was just reminded of a particularly rain-soaked ride that despite the weather was incredibly fun. But, there is one motorcycle that will get my attention faster than anything else, and that’s an early 2000s Suzuki RM125. The ring-a-ding-ding of that two-stroke engine was the soundtrack of my early riding career, not to mention the near perpetual dirt-mustache acquired on the trail. I miss that bike, although I don’t miss premix and tuning carburetors. As our Letter of the Month winner, our friends at Wild Ass are rewarding you with a Smart — Air Gel Motorcycle Cushion to make sure that you stay empowered and out on the road. Congrats! — NdS

Old Friends
This is the first letter I’ve written to a magazine. Having been a reader for more years than I can remember, I have seen many industry magazines go by the wayside or reduced to digital only. I realize that many of the new generations of riders are in this digital age and notice today’s retro trends in motorcycles. I fear that these young riders will not know the pleasures of picking up a magazine sitting on the coffee table. It makes you somehow connected to Clement Salvadori as you read his work. I’ve spent so many hours with him that I can feel the pleasant ache of aging bones after a day’s ride. It probably helps that my aging bones ache too. Riding a motorcycle is romantic. They are more than transportation units. Technology has removed much of their character, but I, for one, appreciate Rider magazine’s efforts to pass on the magic romance that is the essence of motorcycling.

Dave Scrivener
Friendsville, Tennessee

Continuing the Ride
After riding Honda Gold Wings since 1977, I finally decided to sell my current one. It took a lot of soul searching. I wasn’t afraid of dropping it but was worried that picking it up would be impossible. I’ve been reading many stories about older riders, some quitting altogether, some getting scooters. I was able to find a Honda NT700V in excellent condition. My first test was to sit on it and walk it around the seller’s garage. That worked — next I’d go for a test ride. Everything was OK there. I bought it and brought it home today. Now, selling the Wing doesn’t hurt too badly. I just say a prayer before each ride so that I won’t make a mistake. Who knows, maybe a scooter in a couple of years….

Bob Rau
Russellville, Ohio

Catching Up
I have been catching up on my reading. It has been a little confusing with digital and print issues back and forth. I am confident that I speak for many in thanking you and Rider for soldiering on.

Mr. de Sena seems like a good hire. I read a couple of his Road Test Reviews in the latest issue, and he does a good job of letting the reader know how it feels to ride the bike. I like the slightly more technical bent to his reviews, while retaining the real-world detail points that I have always liked about Rider versus some of the other magazines. You have always done a better job of uncovering flaws that come up in the day-to-day living with a bike, such as fuel range, a persnickety fueling procedure, poorly designed seat, or some other minor issue that a long-term owner may need to rectify to do some actual riding in comfort.

Adding what seems to be a little more technical focus is really going to make Rider an even better magazine and hopefully will net a much larger subscriber base.

Sorry to see Greg D. and Ms. Smith move on, but judging by the August issue, you have added a very good Road Test Editor to your team.

I read a lot on my tablet now, as we all do, but I still prefer a paper magazine that can lie flat, be rolled up, fit in a saddlebag, etc., and doesn’t have content covered with pop-up ads and commercial videos. Thanks for doing what you do to produce great moto-content.

Ron Santos
West Warwick, Rhode Island

You lost me at the beginning of the pandemic, and my summer passed without you. Then, one day last week, I woke up early and wondered why the latest Rider wasn’t on my coffee table. I found you in my inbox (which I try to ignore — thus, the reason I lost you), clicked open the October issue, and fell back in love with your magazine. Eric’s October column was just the right read for this fall. Well done, friend.

I decided that I like the digital version. I enjoyed every page just as much as I enjoyed the paper editions of the past, and I think more importantly, we want you, Rider, to be competitive and financially successful (I assume it is cheaper to produce the digital version, and therefore, your salary can stay competitive — which, as I said, is no disrespect and it is what we want), so that we can enjoy Rider for years to come.

I’ve been a Rider reader for two decades. I encourage everyone to give up the paper copy. And thanks, guys, for another great read.

Stephen Warner
Buckhannon, West Virginia

Coming Home
I’ve been a Rider subscriber for as long as I can remember, sometime in the early 1990s I think. So, it is hard to imagine that I would forget to renew my subscription. But, in the midst of selling our Texas Hill Country home and moving to the mountains of south-central New Mexico, I did forget. It wasn’t until I was settled in our new home and picked up Rider’s most recent issue and saw the May 2020 date that I realized my mistake! So I quickly went online and renewed. Fast-forward to October 1, 2020, and the arrival of the September 2020 issue. The first thing I did was turn to Mark’s One Track Mind column and read about camping on an ADV bike.

In June, I traded my Yamaha FJR1300 in on a CanAm F3 Limited, and with my last real ADV bike long gone, I thought I was through with bike packing and camping. Not so, I guess — a friend and I will leave for Alaska (my fourth time there) in June 2021. So having read most of Mark’s mind, I moved on to Clement’s Road Tales and was surprised to see in bold, “…roads of 1950 Colorado….” I happen to have a framed highway map of Colorado from the 1950s on the wall in my office! The main highway from Denver to Colorado Springs was U.S. 87 — Interstate 25 wasn’t even a dream yet! Well, enough of this deserved flattery of Mark and Clement; I need to get back to the September issue, especially the Favorite Ride article on the great roads of Wyoming, many of which we’ll be riding next June!

Russ Locke, via email

Retro Detective
I’m an avid reader of Rider magazine. I especially look forward to Mr. Clement Salvadori’s Retrospective column each month. He is always thorough in his narrative of the featured bike, however, I must take exception in his description of an upside-down fork on the Bimota SB6-R. The picture of the bike shows a conventional fork.

Did I misinterpret or like the savvy reader who called him out on the Bultaco Alpina a few issues back, catch him with a misstep!?

At any rate, kudos to him and the entire staff for keeping us both informed and entertained in these trying times of pandemic induced isolation. Rider is a lifeline!

M.A. Domingos, via email

My bad. Thanks for noticing. Apparently, I was paying more attention to a description of a stock SB6-R than looking at the photos, as the fork has indeed been changed from stock. — CS

The post Rider Magazine, November 2020 first appeared on Rider Magazine.


2021 WorldSBK provisional calendar announced

2021 WorldSBK provisional calendar

The 2021 MOTUL FIM Superbike World Championship is starting to take shape, with a provisional calendar now outlining much of the new season, which will span four continents across 13 rounds.

The final round is yet to be announced, while Round 12 in Australia is waiting for dates to be confirmed. Indonesia also returns for the first time since 1997, with Estoril also joining the schedule once again. All races are subject to the ongoing COVID-19 pandemic and the subsequent restrictions that derive from that, so we’ll have to hope for the best heading into the new year.

WSBK TBG WSBK Round Phillip Island Scott Redding TBG
Scott Redding at Phillip Island – Image by TBG

The first nine rounds of the Championship will take place across Europe; the iconic TT Circuit Assen will start the season at the end of April, followed by Estoril (subject to contract), the first of five rounds in the Iberian Peninsula. MotorLand Aragon, Misano and Donington Park – the latter of which is only for the WorldSBK class – follow and bring racing up until July 4th.

The French Round finds a new home at the start of September as the seventh round, followed two weeks later by the Catalunya WorldSBK Round, before the Spanish Round a week after that and then another week later, the Portuguese Round at Portimao at the start of October. This will mean the first ever triple-header in WorldSBK history.

The final three rounds of the Championship will take place outside of Europe with Argentina being the first and the Circuito San Juan Villicum, before Indonesia returns and the Mandalika International Street Circuit debuts in WorldSBK (subject to homologation).

The Phillip Island Grand Prix Circuit is on the provisional calendar (subject to contract) but yet to be assigned dates towards the end of the year, before a 13th round is to be announced, with dates and venue to be announced. The non-European races will take place with only WorldSBK and WorldSSP classes.

2021 WorldSBK Calendar

2021 WorldSBK provisional calendar

Round Location Date
Round 1 The Netherlands, Assen 23-25 April
Round 2 Portugal, Estoril 7-9 May (STC)
Round 3 Spain, Aragon 21-23 May
Round 4 Italy, Misano 11-13 June
Round 5 UK, Donington 2-4 July
Round 6 France, Magny-Cours 3-5 September
Round 7 Spain, Barcelona-Catalunya 17-19 September
Round 8 Spain, Jerez 24-26 September
Round 9 Portugal, Portimao 1-3 October
Round 10 Argentina, San Juan 15-17 October
Round 11 Indonesia, Mandalika Circuit 12-14 November
Round 12 Australia, Phillip Island STC
Round 13 TBC TBA


Sherco launch electric balance bikes for Christmas

Sherco EB12 & EB16 electric balance bikes

Sherco Australia have just introduced two lightweight electric balance bike models, designed to foster Australia’s next generation of up-coming enduro and trail warriors. The Sherco EB12 and EB16 are specifically designed for developing hand-eye coordination and balance.

The Sherco EB12 features 12″ wheels and a smaller battery

On sale from your nearest Sherco dealer now, the Sherco EB12 and EB16 electric balance bikes have a recommended retail price of $649 and $749 respectively.

Michael Poynton – Sherco Australia

“The Sherco EB12 and EB16 are the ideal choice for little rippers. They’re fun, affordable and a great introduction into the world of two wheels.The benefits, enjoyment and skills developed at such an early age are priceless. And they’ve arrived just in time for Christmas!”

The Sherco EB16 runs 16″ wheels, a larger battery, weighs 2 kg more and has a higher top speed

The EB12, with its 12-inch wheels, is suitable for children between the ages of two and six, or weighing up to 34kg, with little or no experience on a balance bike. Children should have an inseam of more than 14 inches/35cm to adequately touch the ground with a slight bend in the knees for optimum sizing.

The 16-inch wheeled EB16 is suitable for children between five and six years of age (18”/45cm inseam), or weighing up to 40kg, with some experience on a balance bike or who are taller and need a larger platform.

The Sherco EB12 and EB16 are suitable for riders two to six, and five to six respectively

Both bikes feature a simple twist-and-go throttle with a battery level display and a host of safety features to inspire confidence in the young rider as well as the supervising adult.

These include selectable low/full power modes; a fully-enclosed chain cover; a rear drum brake activated via hand lever; as well as a power cut-off switch built into the brake lever, which automatically cuts power if the rider pulls in the lever, thus preventing a panic throttle twist. Also included is a height-adjustable seat, a front plate with number decals as well as a 12-month parts-only warranty.

A low and high power mode are offered, for additional safety

The EB12 is powered by a 100W brush motor and a 2.6Ah lithium-ion battery, which gives approximate top speeds of 7.5km/h and 15km/h (low/full power modes).

The EB16 is paired with a larger 170W brush motor and a 5.2Ah lithium-ion battery for top speeds of 10km/h and 21km/h (low/full power modes). The EB12 tips the scales at just 9kg while the EB16 weighs just 11kg.

Both models use brushless motors

Running time for both models is up to 60 minutes of constant use, however battery range will vary depending on speed setting, rider weight and riding conditions. Recharge time is up to three hours via an external charge port for convenient recharging. Additional batteries are available for $139 for 2.6Ah or $199 for 5.2Ah – and both are compatible with either model, for a quick and convenient swap to keep the fun times rolling.

A charge indicator keeps you updated, and batteries are removable so you can bring spares

Other technical highlights include a lightweight aluminium frame and handlebar, chain drive, pneumatic all-terrain rubber tyres as well as durable water-transfer frame decals. Each bike comes with an Australian 240V household charger, owners manual and toolkit.

The bikes are charged via a 240V Australian charger, with an approximately three-hour charging time

Children can learn to push, balance, and coast in the non-powered mode of both models, which makes for an excellent, gradual introduction. Once the child demonstrates proficient use and understanding of the brake and the ability to coast and brake while standing then a low-power mode via the twist-and-go throttle can be introduced.

The chain is enclosed for safety

For more information see the Sherco Australia website – – with a full list of dealers available under their Dealers (link) tab, for finding your local dealership.


2021 Honda Trail 125 ABS | First Ride Review

2021 Honda Trail 125 ABS Review
Photos by Drew Ruiz.

Nostalgia is a powerful thing and the folks at Honda know it. With the kind of rich history that Big Red has, we can hardly blame it for periodically plucking an iconic model from Honda’s extensive backlog, tarting it up with all of the modern technological fixings and using it to tug our heartstrings. And my, oh my, does the 2021 Honda Trail 125 ABS give those yarns a yank with its $3,899 MSRP.

2021 Honda Trail 125 ABS Review
New meets old: A 2021 Honda Trail 125 ABS posing with an original 1986 Honda Trail 110.

Dating back to the early 1960s, these lovable motorcycles initially became popular with outdoorsmen, much lauded for their user-friendly semiautomatic transmission and centrifugal clutch combo, as well as their off-road capability. What also helped propel these bikes into the limelight was their affordability, and many CT/Trail saw duty as faithful grocery-getters strapped to the back of RVs, or as stout compatriots on the farm and ranch. They were everywhere and many still are.

2021 Honda Trail 125 ABS Review

During its nearly three-decade tenure, the CT/Trail series saw several revisions and sold more than 725,000 units in the U.S. before being discontinued in 1986. Globally, the CT/Trail lived on in many other markets, further solidifying its grand legacy. Mention the CT/Trail to anyone hailing from New Zealand or Australia and they’ll recognize it as the “Postie Bike” of their neighborhood postal carrier.

2021 Honda Trail 125 ABS Review
A centerstand is standard on the Trail 125, just like the good ol’ days.

More than 30 years later, the Honda Trail 125 has come home to the States. What better way to welcome it back than with a collapsible fishing kit strapped to the rack and Lake Cuyamaca in our sights, tackling the fire roads and mountain twisties surrounding Julian, California.

2021 Honda Trail 125 ABS Review

Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport machine. The steel backbone frame, upright handlebar, square turn signals, upswept exhaust, high-mount snorkel and luggage rack have all been transported into the 21st century, and so, too, has the go-getter spirit of the original CT. It’s a charmer, having the same adorable qualities seen in a variety of fluffy creatures. Sadly, the spare fuel canister didn’t make the cut, while it does one-up its ancestors with an accessory charger, fuel injection, disc brakes and LED lighting.

2021 Honda Trail 125 ABS Review
Honda’s design team is paying attention to the details, even going as far as making the hubs appear to be drum brakes. Take a peek near the snorkel air-intake and you’ll spot the handy tool kit. It’s accessible with Allen key found under the seat.

Part of the rambunctious “miniMoto” lineup, which also includes the popular Honda Grom and Monkey, the 2021 Honda Trail 125 is an offshoot of the Honda Super Cub C125, sharing its frame and engine. However, there are several crucial updates to suit the Trail’s off-road proclivities.

2021 Honda Trail 125 ABS Review

Toss a leg over the reshaped 31.5-inch seat, grab onto the upswept handlebar and let those sentimental feelings percolate. A comfy upright seating position awaits and my 32-inch inseam can get boots on the deck confidently. The vintage-styled LCD display needs to be a little brighter and when standing, the heel-toe shifter will cause you to go a bit pigeon toed. Luckily, the foot controls don’t feel clumsy when seated.

2021 Honda Trail 125 ABS Review

The Trail’s frame and swingarm are reinforced in critical areas like the head tube and suspension mounts. To increase stability, the wheelbase has been lengthened by 0.5 inches to 49.4 inches. Front suspension travel grew to 4.3 inches, 0.4 more than the Cub, and ground clearance is hoisted to 6.5 inches. The cast alloy rims were ditched in lieu of wire-spoke 17-inch wheels and IRC GP-5 dual-sport rubber with inner tubes. Lastly, fuel capacity is upped 0.4 gallons to 1.4-gallons total — it’s a fuel sipper, too.

2021 Honda Trail 125 ABS Review

To say that riding the Trail 125 is “easy” simply doesn’t do it justice — M class license tests don’t stand a chance against it. Powering the Trail is a 125cc single-cylinder engine equipped with a 4-speed semiautomatic transmission and centrifugal clutch. Fire it up with the electric or kickstarter, give the heel-toe shifter a tap into gear, twist the grip and let the big dog eat! Arooo! Power delivery is as welcoming as can be and it has enough pep to playfully zip around in traffic. I managed to achieve a blazing 55 mph, as indicated on the basic LCD instrument panel. Land speed record setter it is not, but it is a silly amount of fun and with modern fuel injection, it wasn’t wheezing at 4,000-plus feet while exploring the Cuyamaca Mountains.

2021 Honda Trail 125 ABS Review

The rear sprocket gets an additional three teeth for a little extra oomph in the dirt and the fuel tuning is optimized for low and mid-range power. Also, the upswept pipes and high-mount intake will allow a modest water crossing.

2021 Honda Trail 125 ABS Review

Where the twist-and-go philosophy pays off is on the trail. With no clutch to feather, stalling in tricky sections is impossible and all one needs to do is manage the throttle, which reinforces the ease-of-use ethos that Honda injects into many of its models. However, there is a downside — downshifting without rev matching results in a jarring ca-chunk, since you cannot slip the clutch manuallyA properly timed blip of the throttle circumvents the issue. Also, the auto-clutch can struggle when starting out on steep inclines, something that the dual-range transmission of the original Trail probably wouldn’t have been fazed by.

2021 Honda Trail 125 ABS Review

The Trail’s beefed-up chassis and non-adjustable suspension perform admirably on the street. Adequately sprung and damped suspenders keep everything balanced well. It’s light, agile and incredibly easy to maneuver, with a wet weight of 258 pounds. That gives the bike a load capacity of 264 pounds against its 522-pound GVWR. Neither a passenger seat nor footpegs are available, so don’t plan on carrying a co-pilot unless it’s furry and fits in a milk crate on the giant luggage rack.

2021 Honda Trail 125 ABS Review

Off-road, it’s a similar tale, as long as you respect the CT’s limits. Attempt the same amount of hang-time you would on a dual-sport and you’ll quickly bottom the suspension out, although it doesn’t become squirrely. The Trail 125’s suspension and 17-inch wire-spoke wheels gobble up obstacles respectably well and it won’t deflect erratically in rocky terrain.

2021 Honda Trail 125 ABS Review
That’s a whole lotta luggage rack and you’ll have a 44-pound weight capacity.

Compared to a traditional ADV or dual-sport motorcycle, the Trail has an advantage due to its simplicity and low center of gravity, making quick recoveries a snap. This is as unpretentious as it gets, so, sit down, relax and amble along to your campsite or watering hole.

2021 Honda Trail 125 ABS Review

A single caliper and 220mm hydraulic disc, featuring non-switchable ABS in the front, handle braking duties. There is plenty of stopping power and it has a soft initial bite. In the rear, a single caliper and a 190mm disc without ABS offer decent feel and unmitigated fun while in the dirt.

2021 Honda Trail 125 ABS Price

As a successor, the 2021 Honda Trail 125 does right by its ancestors, providing the same fun, casual riding experience that the original CT/Trail built its famed reputation on. It isn’t quirk free, namely in respect to the awkward foot controls, but in every other way, the Trail 125 impressed me with its can-do attitude. At long last, Honda’s prodigal son has returned and the loveable scamp is still making us smile.

2021 Honda Trail 125 ABS Review

Nic’s Gear:
Helmet: Arai Defiant-X
Gloves: Velomacchi Speedway
Jacket: Fuel Division 2
Pants: Pando Moto Steel Black 02
Boots: TCX X-Blend WP

2021 Honda Trail 125 ABS Specs:

Price: $3,899
Engine Type: Air-cooled single, SOHC, 2 valves
Displacement: 125cc
Bore x Stroke: 52.4 x 57.9mm
Transmission: 4-speed, semi-automatic centrifugal clutch
Final Drive: Chain
Wheelbase: 49.4 in.
Rake/Trail: 27 degrees/3.1 in.
Seat Height: 31.5 in.
Wet Weight: 258 lbs.
Fuel Capacity: 1.4 gal.
Avg. MPG: NA

2021 Honda Trail 125 ABS Photo Gallery:

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KLIM Announces Updated Kodiak Jacket and Pant

The KLIM Kodiak Jacket has undergone some technical updates to make it more adept at touring no matter what conditions are thrown its way. 

Begin Press Release: 



KLIM is redesigning the Kodiak Jacket & Pant, looking to make their most premium touring suit even more comfortable and versatile for motorcycle travelers. While the Idaho-based company hasn’t yet published full details, some exciting information has been released about the upcoming new gear.

The redesigned Kodiak will feature upgrades across the board, including better mobility for range of motion, new fabric patterning for more comfort on the bike, more airflow with better venting, comprehensive weather protection with a removable storm collar, and an included down jacket for cold weather.


KLIM’s reputation for using the finest materials and most advanced construction techniques has been well established with their premium touring outerwear. Ingredients include GORE-TEX, D3O® armor, premium leather overlays, 3M™ Scotchlite™ Reflective Material, 90/10 goose down, YKK® Zippers all help KLIM reach the level of performance they demand. This new version of the Kodiak promises to be a complete long-distance, multi-season touring suit, engineered down to the finest detail for a perfect riding experience.

The Kodiak Jacket and Pant will be officially released in the beginning of 2021. Follow KLIM Motorcycle social media channels for the latest updates.












The post KLIM Announces Updated Kodiak Jacket and Pant appeared first on News.

Hydragun | New percussive Massage Gun

Product Advertorial

Hydragun – Percussive Massage Gun

The latest craze in sports recovery is percussive massage guns, which can be used to treat delayed-onset muscle soreness (DOMS), as well as used in exercise and fitness routines to prevent or reduce injuries and soreness. Since arriving in Australia in October a number of high profile sports-people have given the Hydragun a big thumps up, with the massager available for $399 RRP making it an affordable option compared to many comparable units which cost as much as $899. You can check out the official website at

Hydragun now available in Australia for $399

Where cheap massage guns only vibrate at the surface, percussive guns push into the muscles to deliver an effective deep-tissue massage. The Hydragun features a hard-wearing, high-torque brushless motor which runs at 11 amps – powerful enough for serious lifters and pro athletes.

Premium components and materials include an aerospace-grade aluminium casing and a comfortable, nanoscale silicone-wrapped handle. Full compliance with Australian quality assurance standards, an 18-month warranty, and a generous 30-day love-it-or-return-it policy offer further peace of mind.

The Hydragun has gained fans like Australia’s most successful Winter Olympian, snowboarder Torah Bright, ten-time Muay Thai World Champion John Wayne Parr, Olympic swimmer Bronte Campbell, and five-time Paddleboard World Champion Matt Mbevilacqua. editor Trev has recently commenced using one after recently undergoing shoulder surgery and is find the Hydragun helpful in his recovery.

The Hydragun gets five stars from home users and ordinary fitness fans too, replacing bulky foam rollers traditionally used in sports recovery sessions, while being quiet enough to use while watching TV, and cleanable with a simple wipe-down. The six speeds and six different attachments make it versatile enough for different muscle-groups and body type, while at only 1.04 kilos, you don’t have to be a power-lifter to enjoy it.

For more information check out the Hydragun website at

Hydragun features

  • Effective and soothing percussive massage therapy
  • High power and speed settings, maximum RPM of 3200 – the highest on the market
  • Quiet noise level ranging from 30 to 50 decibels
  • Industry-leading battery life of up to 6 hours
  • Weighs only 1.04 kilos
  • Competitively priced at $399 RRP
  • Durable, aerospace-grade aluminium alloy design
  • Six different massage heads and six speed settings
Feedback on the Hydragun from athletes

DOMS and Percussive Massage Therapy

Percussive massage, the therapy on which Hydragun is based, is a form of vibratory massage that induces rapid blood flow to the soft tissues of ligaments, tendons and muscles throughout the body. While massage guns are still fairly new in the wellness industry, studies about how deep vibration massage helps with muscle recovery among athletes have been done for years.

The Hydragun with six attachments (one fitted)

Percussive massage is also found to speed up rehabilitation of muscles that have experienced some form of trauma or disease. The increased blood flow relieves stiff joints, which greatly improves range of motion. Percussive massage works to break down internal scar tissues that are present after surgery.

Massage guns like Hydragun are popular as post workout recovery tools. However not many people are aware that massage guns can be used before and during a workout. Warm up exercises often include dynamic stretches to prepare the body for workout, but doing these exercises on “cold muscles” could lead to pain and possible injury. Using Hydragun “wakes up” these muscles which prevents excessive muscle elongation (overstretching).

The Hydragun can be used before, during and after exercise routines

Using Hydragun between sets keeps muscle fatigue at bay. This boost in blood flow means you don’t feel sore and achy while you’re in the middle of working out, so performance and efficiency is improved.

Cooling down is a crucial part of every workout session. Sadly, it is also one of the more neglected aspects of exercise. Apart from doing light cardio and static stretches to bring heart rate back to normal, using Hydragun provides immediate relief and helps prevent the onset of post workout soreness.

Gently run the Hydragun on low settings on muscles used during workout for two minutes per muscle group. This breaks down the formation of lactic acid in the muscles, so inflammation and fatigue goes down.

Hydragun available now for $399