California Route 38 follows Mill Creek Canyon as it climbs into the San Bernardino Mountains.
There are rides we’ve ridden only once and they became favorites, and then there are favorite rides we’ve ridden over and over again. This ride falls into the latter category. I’ve lost track of how many times I’ve ridden Rim of the World Scenic Byway, but I’ve done it on pleasure rides, solo tests, comparison tests and press launches, on cruisers, sport-tourers and adventure bikes.
This route is entirely paved, but it goes through California’s San Bernardino National Forest and provides easy access to many unpaved forest roads and OHV routes. And although I describe the route from its eastern end in Redlands to its western end at Mormon Rocks, it’s just as enjoyable when ridden the other direction. The route is about 100 miles and can be ridden in just a few hours, or it can serve as the main artery for a weekend of adventure, from camping and hiking to boating, fishing or relaxing in mountain communities like Big Bear and Lake Arrowhead.
Most of Rim of the World Scenic Byway is above 5,000 feet, so snow and ice are common in winter and early spring. The road is plowed regularly, but shaded sections can be dicey.
Redlands is part of the Inland Empire, a vast metropolitan area east of Los Angeles that covers parts of Riverside and San Bernardino counties. State Route 38 begins in Redlands, at the junction with Interstate 10. Rim of the World Scenic Byway begins as Route 38 starts to climb into the foothills of the San Bernardino Mountains. The escape from civilization happens quickly as the road starts to gently curve its way up Mill Creek Canyon, with slopes rising steeply on both sides of the road.
Rim of the World Scenic Byway offers panoramic views of the valley below
Following a 180-degree, constant-radius sweeper, the road begins a much steeper climb into the mountains. Now we’re talking! Route 38 winds its way through beautiful mountain scenery on its way to 8,443-foot Onyx Summit. Due to the high elevation, snow and ice are common during the winter and early spring, so proceed with caution. On the flip side, the thinner air makes this route a wonderful escape from broiling heat down in the valley during summer and early fall.
The Pacific Crest Trail passes just east of Onyx Summit, and beyond that high point, Route 38 begins a gradual descent with sweeping views of the desert valley to the northeast. As you begin to see residential areas, be mindful of posted speed limits. Route 38 takes an abrupt left as it becomes Big Bear Boulevard and heads west. After the intersection with Greenway Drive you’ll be on Route 18 (Route 38 turns off to the north) and travel through a heavily trafficked area. Some folks who work down in the valley live up in Big Bear, and it’s a popular weekend destination with many rustic cabins available to rent. There are plenty of options for gas, food, supplies and lodging.
Bear Valley Dam was originally built in 1884
Route 18 roughly follows the southern shore of Big Bear Lake, an expansive blue reservoir. (Route 38 runs along the northern shore and typically has less traffic.) After navigating your way through town and a tight, winding section of road through trees and big lakeside houses, you’ll see Bear Valley Dam. There’s a parking area where you can stop to check out the dam and snap photos of the lake.
From Bear Valley Dam to Lakeview Point, Route 18 hugs rugged cliffs and offers up a delightful — and at times challenging — series of curves. Beware of rockslide debris and fine gravel used for traction in the winter, and commuter and tourist traffic can add their own hazards. Lakeview Point (7,100 feet) is a scenic overlook with great views of the mountains and a peekaboo view of Big Bear Lake off in the distance.
A view of Silverwood Lake from an overlook on Route 138
What follows is a tight, technical section that will put your riding skills — and the limits of your cornering clearance — to the test. After passing through the community of Arrowbear Lake, you’ll come to the town of Running Springs. Pay attention to the road signs and stay on Route 18, which follows an off-ramp to the right. It’s easy to end up on Route 330, an absolute blast of a road that winds its way back down to the valley; it’s a fun down-and-back-up spur if you want to extend your ride.
West of Running Springs the route offers up some of the most scenic views on the entire byway, as Route 18 follows the spine of the mountains. There are many turnouts where you can enjoy the view, particularly Red Rock Scenic Overlook, but from the westbound lane be careful crossing the eastbound (valley side) of the road on blind corners.
A majestic juniper stands sentry near Onyx Summit. The Pacific Crest Trail passes nearby.
As Route 18 starts to make its way down to the valley (another fun one), at Mount Anderson Junction you’ll turn onto Route 138 (another off-ramp to the right) toward Crestline. Roads are well marked, so if you’re paying attention or following the route on REVER, you’ll be fine. After winding your way through tall trees and densely clustered cabins, Route 138 becomes a rollercoaster of tight turns, hairpins, dips and rises. This is my favorite section of the entire route, but it’s also the most challenging.
As you come out of the forest, the road opens up as it approaches and rounds Silverwood Lake. No more hairpins, just big sweepers, a few rollers and some straights through sandy desert landscape. After crossing over I-15 and railroad tracks at Cajon Junction, you’ll see Mormon Rocks, a dramatic wind-eroded sandstone formation, rising up in the distance.
That’s the end of the scenic byway, but it doesn’t have to be the end of your fun. Right across from Mormon Rocks is Lone Pine Canyon Road, a lightly trafficked back road that goes to Wrightwood and Route 2, better known as Angeles Crest Highway, a legendary favorite ride.
The Red Rock Scenic Overlook was built during the Great Depression, with masonry work by Donald S. Wiesman
Riding the Transalpina Road in the Carpathian Mountains. There were many roads like this on the Romania to Istanbul Adventure with Adriatic Moto Tours. (Photos courtesy of Adriatic Moto Tours)
Trying to summarize a 14-day motorcycle tour through Romania, Bulgaria, Greece and Turkey, with all of the roads and meals and people and historic sites that it entailed, in about 1,000 words is like trying to stuff 10 pounds of rice into a 5-pound sack. Adriatic Moto Tours’ Romania to Istanbul Adventure tour lived up to its name, providing a dozen of us — four Australians and eight Americans — with a rich experience in a very interesting and beautiful part of the world.
Our tour began in Bucharest, Romania, and followed a counterclockwise loop with overnight stops in charming towns and rest days in Sibiu, Romania, and Istanbul, Turkey.
Our tour route started and ended in Bucharest. You meet the nicest people in Transylvania. And ride some of the best roads. Enjoying a late afternoon ride along the Danube River.
Before our trip, Adriatic Moto Tours (AMT) sent us a detailed tour guide book and a map, and they made our hotel arrangements in Bucharest and picked us up at the airport. All my wife Becky and I had to do was pack our gear and make sure we made our flight. Orientation, bike assignments and everything was stress-free, and after our first dinner together our group was acquainted, bonded and ready to ride.
Rok was our motorcycle guide and Primož was our support van driver and evening host. From Burcharest we made our way to Târgovişte, where we enjoyed coffee and fresh pastries at a café adjacent to an imposing 15th century fortress. Vlad Dracula, also known as Vlad the Impaler and the inspiration for the vampire Dracula, fought bloody battles here. Primož told us that Vlad once invited hundreds of guests to a banquet, then had them all killed and impaled.
Meeting Count Dracula in Târgovişte, Romania
On that cheery note, we rode north toward Câmpulung into delightful mountains, with rocky peaks in the background and gorgeous green pastoral scenery below. This stretch was winding and curvy but smooth and pleasant. There are many beautiful places in the world, all different, but there aren’t many that are more beautiful than this section of Romania’s Carpathian Mountains. We visited Bran Castle, which was built in the 13th century and inspired Bram Stoker’s description of the vampire’s castle in “Dracula.” On the way to dinner that night, Primož led us on a walking tour of the old city in Braşov. Each night we walked to a wonderful restaurant, and the guides shared their wealth of knowledge about the culture and history of the area. Dinners were family-style, with Rok and Primož ordering a variety of platters so we could sample a little bit of everything.
Enjoying a late afternoon ride along the Danube River.
Our route continued through Transylvania on smooth roads through rolling hills, the terrain and scenery constantly changing. We had lunch in Sighişoara, a walled 12th century town that’s a UNESCO World Heritage site. For our “rest” day in Sibiu, we did what riders do — we got up early and headed out on a ride, in this case to the renowned Transfăgărăşan road over the Făgărăş range. At the base of the mountain, Rok gave the signal and the group broke apart with everyone riding their own pace up the steep twisty switchbacks to the pass at 6,699 feet. The next day, after finding out that a rockslide had closed the highly anticipated Transalpina Road, we assuaged our disappointment with another run on the Transfăgărăşan.
The legendary Transfăgărăşan road in Romania is so good, we rode it twice.
We crossed the Friendship Bridge into Bulgaria and made our way to Veliko Tarnovo, where we spent the night in the Tsarevets Fortress. We visited the Shipka Monument at a 3,900-foot mountain pass that was the site of battles during the Russo-Turkish War in the late 1800s. And we descended into Rose Valley, where much of the world’s rose oil for perfumes comes from, and passed sunflower fields that stretched as far as the eye could see.
After a night in Plovdiv, which has Roman ruins in the center of town, we rode through the Rhodope Mountains into Greece. Most of the road had excellent pavement, smooth curves and gorgeous mountain terrain that gave way to Mediterranean seaside scenery at Alexandroupoli. The next day we crossed into Turkey, and a perfect arc of roadway around the Gulf of Saros took us to tip of the Gallipoli Peninsula, where we visited WWI memorials.
Balea Lac at the top of the pass on the Transfăgărăşan road through the Făgărăş Mountains.
Istanbul is beyond words. As the crossroads of the East and West, it has a rich, varied history and a unique mix of cultures. Three nights and two rest days in Istanbul allowed plenty of time to explore and see famous sites like the Blue Mosque, Hagia Sophia and the Hippodrome of Constantinople. People on the streets and in shops were warm and friendly, and the variety of foods was endless and always delicious. Our hotel provided easy access to historic areas, and its rooftop restaurant and bar overlooked the Bosphorus Strait, which is the boundary between Europe and Asia. Just indescribable — you really should experience it for yourself.
After the sensory overload of Istanbul, we followed Rok northwest to our lunch stop at Saray. The roads zigged and zagged, and the surface was somewhat rough due to years of being patched. We crossed the border back into Bulgaria, and at the checkpoint there were several luxury vehicles shot full of hundreds of holes. If that was meant as a warning, it worked. Nessebar, situated on a rocky peninsula jutting into the Black Sea, was our stop for the night. It’s one of the oldest towns in Europe, and as we walked to dinner we saw monuments and ruins dating back to the 5th century. The atmosphere in the twilight was breathtaking, another step back in time.
One of the endless fields of sunflowers in Bulgaria.
The terrain and scenery changed yet again as we rode north along the Bulgarian coast, which is a popular vacation destination with dramatic cliffs, pristine beaches and resort hotels. After a night in Kavarna, where we stayed in a modern condo overlooking the Black Sea, we rode through fertile grain-producing agricultural areas. We crossed back into Romania on a ferry over the mighty Danube River and made our way back to Bucharest, where Primož greeted us with champagne at the hotel. After celebrating, we emptied the bikes and got cleaned up for the farewell dinner. I don’t remember much about that final night. Our heads were spinning with memories, laughter and a few adult beverages.
This tour was everything we could have imagined, multiplied by a factor of 10. Both guides worked tirelessly to accommodate us every day for 14 long days. The riding was great, the scenery ever-changing, the history and culture beyond what we could absorb in a lifetime, and Adriatic Moto Tours earned our highest regards for everything from the booking to the final hoorah. Maybe we can go again someday?
Our group of intrepid adventurers.
AMT’s Istanbul to Romania Adventure tour runs several times a year from August to October. For dates, pricing and details, visit adriaticmototours.com.
Marc Marquez is chasing 11 in a row at the Sachsenring, and despite injury, his rivals expect to see him at the front on Sunday
He may not have been present, but it’s no surprise that Marc Marquez (Repsol Honda Team) was at the tip of everybody’s tongue at the pre-event Press Conference ahead of the Liqui Moly Motorrad Grand Prix of Germany, with the HRC man chasing 11 straight victories at the Sachsenring.
Those that were in attendance were Fabio Quartararo, Maverick Viñales (both Monster Energy Yamaha MotoGP), Johann Zarco (Pramac Racing), Jack Miller (Ducati Lenovo Team), Joan Mir (Team Suzuki Ecstar), Miguel Oliveira (Red Bull KTM Factory Racing) and the premier class’ newest recruit, Fabio Di Giannantonio (Federal Oil Gresini Moto2).
Who can stop the King of the Ring?
The eight-time World Champion continues on his well-documented road to recovery, however, with the Sachsenring next up on the 2021 MotoGP™ calendar, it’s little wonder he dominates the headlines. He has dominated proceedings on the previous 10 visits to Germany, with 10 victories and 10 poles to his name. His rivals are acutely aware of his record here, and despite having yet to reach his pre-injury form in 2021, they fully expect to see him fighting from the front.
Quartararo: “It is a track he has got the last 10 wins and pole positions. He will be there. It will be an important moment for him. At the moment I’m not really looking at him, but yeah, he will be fast. In the end, I’m focusing on myself, but it is a great moment for him to come back and to take a podium or victory that will be a big boost to his confidence I think everyone will try make him not win or get a podium so he doesn’t take too much confidence!”
Mir: “He will be there, he will be strong. Even if he isn’t 100%, I expect him to be strong. I would not be surprised if he is one of the contenders for the win on Sunday.
Zarco: “If there is a bet to do, I think someone could put some money on him. He might not be in the Championship fight right now, but we need to do some other calculations, he is, not aggressive, but he does not hesitate when he overtakes, we have to take him into consideration for the podium fight.”
Can the Sachsenring become a Ducati favourite?
It is no secret that in the past, there were certain tracks that the Ducati favoured over others. However, 2021 has seen the Bologna bullets dispel the notion that they wouldn’t be able to keep pace with their rivals, particularly in places like Jerez and Catalunya, but that has proven a fallacy to date as we have seen the scarlet red of the Desmosedicis well represented among the podium places at those circuits. The Sachsenring is another in which some tip them to struggle, but the Ducati camp appear to be in a confident mood ahead of the weekend.
Miller: “I’m definitely excited to take the GP21 around here, it is definitely a better package and I think we can be quite surprised with how well it works here. For sure, there’s always tracks that suit your bike more than others but it is about how you adapt your bike to the track. Here it isn’t too bad, the corners aren’t like other tracks where you rely on turning to a massive degree, you’re not changing directions too much.”
“I’m super excited to see how the GP21 works in those conditions because, it’s definitely been an improvement from what we rode here in 2019, and yeah, we need to keep working on that and hopefully we can turn some of the non-Ducati tracks, like we’ve done to a few so far, into ones that aren’t too bad for a Ducati.”
Zarco: “As usual I try to be neutral and positive. We know…we hear from all the media that is not the best track for the Ducati, but I don’t fully agree with it because we can have some good surprise and really with the experience and getting on now with the time and on this bike, I’m curious to see which feeling I will have on this track that it’s a real particular one compared to all the others.”
A day to remember
Elsewhere, Moto2™ rider Fabio Di Giannantonio (Federal Oil Gresini Moto2) won’t forget June 17th, 2021 in a hurry, after it was confirmed he would be making the step up the premier class with new Gresini Racing Team in 2022. The Italian rider could barely contain his excitement when speaking about the move, which will see him ride a Desmosedici, a match made in heaven according to the 22-year-old. However, as he moves up a grade, Di Giannantonio was keen to remember the man who made set him on this path.
Di Giannantonio: “I will ride in MotoGP with the best riders in the world and also with the bike of my dreams, you know, the Ducati is for an Italian guy is something amazing, so yeah really excited honestly.”
“Fausto’s dream and our dream is to be at the top level in Moto2 and then to be at the top level in MotoGP so I think we’re just doing what he can be proud of, you know? So, we’re just trying to pursue our dream and working on it.”
The wait is nearly over, with MotoGP™ seeing wheels on the ground for FP1 on Friday at 09:55 (CET). Make sure you tune in then.
Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!
Whether picking your way along a technical off-road trail or wearing down your chicken strips on a twisty paved road, the Pan America 1250 is well-balanced and highly capable. (Photos by Kevin Wing & Brian J. Nelson)
When you step up to the plate, when you’re facing fierce competitors and all eyes are on you, sometimes you have to swing for the fences. That’s what Harley-Davidson — a 118-year-old American motorcycle manufacturer known primarily for cruisers and baggers — has done with its new Pan America 1250 and Pan America 1250 Special adventure tourers.
Harley is a new player in the adventure touring segment, which has grown in breadth and depth over the past several decades. BMW recently introduced a 40th anniversary edition of its highly popular — and very capable — R 1250 GS. And there are big-league adventure bikes made by Ducati, Honda, KTM, Moto Guzzi, Suzuki, Triumph, and Yamaha, many of which are best-selling models with years of development and evolution under their belts.
Styling has tie-ins to the Fat Bob and Road Glide; side-laced wheels are optional.
During more than a decade of largely stagnant motorcycle sales since the Great Recession, large-displacement adventure and dual-sport models have been a rare source of growth. Harley wants a cut of that action. As it demonstrated with the release of the LiveWire electric motorcycle, Harley wants to expand its customer base. Two ways it can do that are to sell new models to its existing customers, and sell new models to new customers. Some existing customers own a variety of motorcycles, like Rider contributor Bruce Gillies, who owns a Road Glide Ultra, a Triumph Tiger 800XC and a KTM 690 Enduro R. Bruce is retired from the U.S. Navy and buys American-made products whenever he can. He’s also a highly skilled rider who demands a lot from his motorcycles. He’d consider buying a Pan America, but only if it meets his high expectations.
Rest assured, Bruce. The Motor Company knocked this one out of the park.
[Editor’s Note: After this story was published, Bruce traded in his Triumph for a Pan America 1250 Special with ARH, and he loves it.]
Harley designed and built an exciting, capable and innovative adventure bike in its first attempt. Given the high profile of the Pan America and the eagerness of naysayers to pounce on any weakness, Harley knew it couldn’t release an odd-duck motorcycle. It learned that lesson with the Buell Ulysses. Belt drive is out, chain drive is in, not only because a chain is light, durable in off-road situations and can be repaired in the field, but also because that’s what many adventure riders demand. A V-twin engine stays true to the brand, but it has to be liquid-cooled and offer the power and sophistication necessary to compete in this segment. The new Revolution Max 1250 V-twin makes a claimed 150 horsepower and 94 lb-ft of torque, and ride modes change output and throttle response at the touch of a button.
Commanding cockpit has an adjustable windscreen and hand guards. Touchscreen display is bright and easy to use.
Harley also knew it needed a hook — a killer app, if you will. And that’s Adaptive Ride Height (ARH), a $1,000 factory-installed option on the Pan America 1250 Special that automatically lowers ride height, and therefore the pilot’s seat, by 1 to 2 inches as the bike comes to a stop. The Special’s semi-active suspension automatically adjusts preload to 30% sag regardless of load, which is what accounts for the range of height adjustment. The system works seamlessly and virtually undetectably, and makes a huge difference in effective seat height. ARH is a real game-changer because seat height is one of the biggest obstacles for some riders to overcome when considering an adventure bike. Furthermore, it brings seat height within reach of more riders without compromising suspension travel or cornering clearance. (Click here to read our technical deep dive into the Pan America 1250’s Revolution Max engine and ARH.)
After years of development and benchmarking, not to mention teasing at shows and speculation by the media, the first public test of the Pan America was at its press launch. I have to hand it to the folks who planned the event — this was no bunny slope test ride. Hosted at RawHyde Adventures’ Zakar training facility a couple hours north of Los Angeles, we spent two full days flogging Pan America 1250 Specials on- and off-road in the Sierra Nevada mountains and Mojave Desert. We rode nearly 400 miles on highways, twisting mountain roads and off-road trails that included gravel, sand, rocks, tricky climbs and descents — even a few jumps.
Top-shelf semi-active Showa suspension made for a plush landing. Damping rates can be set to Sport, Balanced, Comfort, Off-Road Soft and Off-Road Firm.
Greg’s Gear Helmet: Fly Racing Odyssey Adventure Modular Jacket: Fly Racing Terra Trek Gloves: Fly Racing Coolpro Force Pants: Fly Racing Terra Trek Boots: Fly Racing FR5
As the saying goes, you never get a second chance to make a first impression. After tip-toeing down the sand-and-gravel access road from Zakar to the pavement and falling into formation on Route 58 with the dozen riders in our group, I began taking mental notes. As with many full-sized adventure bikes, the Pan America was comfortable and accommodating, with plenty of legroom, an upright seating position and a relaxed reach to a wide handlebar. Before the ride began, Harley’s tech staff helped us adjust the dual-height stock seat (33.4/34.4 inches), install either the accessory low or high seat (which reduce or increase the dual heights by 1 inch, respectively) or install accessory 2-inch handlebar risers.
The whole business of seat heights becomes a little fuzzy because we were on Pan America 1250 Specials with ARH installed. At a stop, the unladen height of the stock seat in the low position is 32.7 inches rather than 33.4 inches without ARH. In its specs Harley also provides laden seat height with a 180-pound rider, which is 31.1 inches on the Special without ARH and 30.4 inches with ARH. Install the $249.95 Reach Solo Seat on an ARH-equipped Special and laden seat height can be as low as 29.4 inches. In other words, Harley went to great lengths to make sure seat height is not a barrier to owning a Pan America, though getting exactly what you want may require an investment.
Thanks to its powerful Revolution Max 1250 V-twin and excellent chassis, the Pan America is one of the sportiest motorcycles ever to come out of Milwaukee.
After humming along the freeway for a half hour with the cruise control on and the on-the-fly adjustable windscreen parting the air smoothly, we turned onto Caliente-Bodfish Road, one of the gnarliest paved roads in the Sierra foothills, and began to wick it up. The Pan America offers eight ride modes — Sport, Road, Rain, Off-Road, Off-Road Plus and three custom modes — which adjust power output, throttle response, engine braking, traction control, ABS and suspension damping. The Revolution Max 1250 is ripper, with a sportbike-like sound, feel and responsiveness, and, thanks to variable valve timing, it delivers generous low-end torque as well as a screaming top end.
As has become increasingly common, rather than bolting the engine to the frame, the engine serves as the main structural element of the chassis. Attached directly to the engine are a front frame that incorporates the steering head, a forged aluminum mid frame that’s the attachment point for the cast aluminum swingarm and a tubular-steel trellis subframe. Overall the chassis is stiff and robust, contributing to the Pan America 1250 Special’s neutral, stable handling. And Harley used tried-and-trusted component suppliers, with a steering damper made by Öhlins, radial-mount monoblock 4-piston front calipers made by Brembo and suspension made by Showa — a 47mm USD Balance Free Fork and a Balanced Free Rear Cushion-lite shock, both with 7.5 inches of travel. Everything performed to a high level in a wide range of conditions.
The Pan America 1250 Special is available in four color options: Deadwood Green (shown here), Baja Orange/Stone Washed White Pearl, Gauntlet Gray Metallic, and Vivid Black.
Standard on the Pan America are cast aluminum wheels (19-inch front, 17-inch rear) shod with specially designed Michelin Scorcher Adventure 90/10 tires, which offered good grip and handling on pavement and during light off-roading. Bikes we tested were equipped with the optional side-laced tubeless wheels (which cost $500 and weigh 14 pounds more than the cast wheels). On the second day, our bikes were fitted with accessory Michelin Anakee Wild 50/50 tires ($449.90), which give up some confidence and grip on pavement but are excellent off-road tires, even at the higher street temperatures we were running. Harley’s RDRS Safety Enhancements package includes IMU-enabled “cornering enhanced” linked ABS and traction control, with settings determined by ride mode (the cornering function and rear ABS are disabled in certain off-road modes). Drag-Torque Slip Control, which is like traction control for the engine to manage rear-wheel traction during aggressive riding, as well as cruise control and hill hold control are also part of the package.
Reactions to the Pan America’s styling have been mixed. Lacking the prominent beak or high front fender that is popular on many ADV bikes, it stands apart from the crowd, with a headlight design influenced by the Fat Bob and front bodywork inspired by the Road Glide’s sharknose fairing. Above the Daymaker Signature LED headlight, which uses 30 LED elements behind a diffuser lens, the Special has a Daymaker Adaptive LED headlight that illuminates a series of three lights as lean angle reaches 8, 15 and 23 degrees.
Trona Pinnacles, which served as a backdrop in “Star Trek V” and “Planet of the Apes” among other films, was an ideal off-road test site. Michelin Anakee Wild tires added grip.
Harley offers a standard version of the Pan America 1250 that starts at $17,319, but many buyers will probably opt for the Pan America 1250 Special we tested. Starting at $19,999, the Special adds semi-active suspension with automatic preload adjustment (and the availability of ARH as a factory option), the adaptive headlight, the steering damper, a tire-pressure monitoring system, a centerstand, an aluminum skid plate, engine protection bars, hand guards, heated grips and a dual-height rear brake pedal.
In one shot, Harley-Davidson not only built its first adventure bike, it also built its first sportbike and sport-touring bike. We hammered the Pan Americas for two days, and they never gave up or reacted in an unexpected way or felt out of their depth. Whatever the metric — power, performance, handling, durability, technology, weight, price — the Pan America 1250 Special can compete head-to-head with well-established players in the ADV segment. Is it the best overall, or in any particular category? Well, that remains to be seen — two days and 400 miles, none of which were ridden back-to-back with competitors in the class, is not enough to draw firm conclusions. But this is one rookie that shows great promise.
Adventure touring, sport touring, on-road, off-road, tall or short rider, solo or with a passenger, with options, luggage and accessories or bone stock — whatever you’re into, the Pan America can be spec’d to satisfy your needs.
2021 Harley-Davidson Pan America 1250 Special Specs
Base Price: $19,999 Price as Tested: $22,299 (ARH, side-laced wheels, Anakee Wild tires, skid plate) Website:harley-davidson.com Engine Type: Liquid-cooled, transverse 60-degree V-twin, DOHC w/ 4 valves per cyl. Displacement: 1,252cc Bore x Stroke: 105 x 72mm Horsepower: 150 @ 9,000 rpm (claimed, at the crank) Torque: 94 lb-ft @ 6,750 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch Final Drive: Chain Wheelbase: 62.2 in. Rake/Trail: 25 degrees/4.3 in. Seat Height: 32.7/33.7 in. (unladen w/ ARH) Wet Weight: 559 lbs. (claimed, stock) Fuel Capacity: 5.6 gals.
When it comes to aerodynamic efficiency, it seems everybody and their grandmother is hopping on the proverbial bandwagon of breaking wind as subtly as possible – and in a world where energy compliancy is the new black, companies are investing fistfuls of green into anything that will reduce drag.
Amid all the hullabaloo is White Motorcycle Concepts (WMC) – a small but powerful business, hoping to make big waves with their new mystery projects – and one in particular looks like it’ll be the splash of the coming season.
Enter the WMC250EV – an electric superbike that WMC plans to use to break the current World Land Speed Record of 366.94 km/h (228 mi/h).
WMC won’t officially release the bike for another six days, but we’ve been given some photos to squint at, as well as some eye-opening specs on the development process.
According to a news article from MCN, the WMC250EV will be the first electric motorcycle to boast a range twice that of the average e-competition – and they’re not stopping there.
WMC is in the process of patenting three gems that they have stuffed into the WMC250EV – each innovation a valuable addition to today’s market, should the patents be allowed into the mainstream motorcycle industry.
‘V-air technology’ is the main patent that will help WMC’s need for speed and is described by their website as being “a patent granted (UK) and pending (Europe, USA & Japan) proven technology that reduces the motorcycle’s aerodynamic drag by 69% (in its most extreme form)”.
The drag reduction is achieved by upping the downforce and stability of the bike – without changing the rider experience up top.
‘D – Drive,’ the second project, involves a clever front-wheel kinetic energy recovery/deployment system that will bring regenerative braking to the world of bikes – something that has up until now only been in electric cars.
“Under acceleration, a traditional motorcycle rotates around the rear wheel, lifting the front wheel from the ground…theoretically, incorporating our [D – Drive] means these loads are more evenly distributed, reducing rotation, allowing the drive benefit of the motor to be applied to the front wheel.”
The last innovation, ‘F – Drive,’ stands for ‘final drive.’
Most of this last method has been kept secret, though the WMC website explains the F – Drive simply as “provid(ing) further efficiency gains, supporting the mass introduction of e-motorcycles…through material selection and accurate lubrication deployment”.
Robert White, Founder and CEO of White Motorcycle Concepts, says in a statement: “We are delighted to be able to announce that we will be launching our concept to the World on 23 June 2021. We have been very lucky to secure a World-Class Venue for the launch and are excited about releasing the concept into the public domain.”
For a company hell-bent on redefining the future of motorcycle riding, WMC has a serious chance at disrupting the motorcycle market as we know it.
Looking forward to the big reveal!
For more information on innovations in the motorcycle world, head over to WebBikeWorld.
Monday, June 21, 2021, is the 30th Annual International Motorcycle and Scooter Ride to Work Day.
Ride to Work is a 501(c)4 non-profit organization that advocates and supports the use of motorcycles and scooters for transportation, and that provides information about everyday utility riding to the public. Every year, it sponsors an official “Ride to Work Day” that aims to bring awareness to the benefits of using a motorcycle or scooter for commuting/general transportation.
Ride your motorcycle or scooter on this day to demonstrate:
The number of motorcyclists to the general public and to politicians.
That motorcyclists are from all occupations and all walks of life.
That motorcyclists can reduce traffic and parking congestion in large cities.
That motorcycles are for transportation as well as recreation.
That motorcycling is a social good.
We fully support Ride to Work’s mission to get more people riding, make our roads safer for riders, and push local governments to add motorcycle parking and other moto-friendly ordinances.
Ride to Work Day was inspired by “Work to Ride, Ride to Work” marketing materials created between 1989 and 1991 by the Aero Design and Manufacturing Company, a Minnesota-based manufacturer of motorcycle riders clothing. In 1992 these items inspired motorcycle magazine editor Fred Rau to write an editorial calling for a national ride to work day.
The first annual Ride to Work Day event was proposed in Road Rider magazine in the May 1992 issue. This is an excerpt from that “Ride to Work” editorial: “You may remember several months ago when Bob Carpenter, commenting in his ‘Two Up’ column, mentioned how neat he thought it would be if there was one day a year when everyone who owned a motorcycle used it to ride to work. That comment was prompted by a T-shirt produced by Aerostich RiderWear that simply said, ‘Work To Ride, Ride To Work.’ Everyone seemed to think that a national ‘Ride To Work’ day was one heck of a good idea.”
The first Ride to Work Day event date was July 22, 1992. For several years various motorcycle businesses informally promoted every third Wednesday in July as Ride To Work Day. These early advocates included Road Rider Magazine, Dunlop Tires, and Aerostich/Riderwearhouse. The event continued to grow as an informal grassroots demonstration every year until 2000. That year a non-profit organization, Ride to Work, was formed to help organize and promote Ride to Work Day.
The first Ride to Work Day event led by this group was the third Wednesday in July of 2001. This day was the annual day until 2008, when it was changed to the Third Monday In June. This change was made to climatically better accommodate riders world-wide, and to give more riders an opportunity to participate.
Ride to Work is a 501(c04 nonprofit, all-volunteer effort. Organizers include Andy Goldfine, Lynn Wisneski, and Christine Holt.
We’re back for Round 3 of WorldSBK in Misano. I love this place. Hope you enjoy! **Merchandise**https://www.gpracingapparels.com/en_i…**Follow me on social… Source: Jonathan Rea On Facebook
MotoGP™ is ready to step back in time this weekend as Marc Marquez (Repsol Honda Team) will debut a new-look helmet at the Sachsenring. The fresh lid was inspired by motorcycle racing’s early days as he looks to pay tribute to the sport’s earliest stars. The number 93 will sport the helmet as he looks to defend his title as King of the Ring in Germany, as he chases 11 straight victories across all classes in Germany.
“It’s a very emotional moment for each of us. In previous months, our efforts merged with a strong emotional push to shape the future of Gresini Racing, and now are immensely proud and happy to make the official announcement. It is a project born out of continuity and based on values upon which Fausto built this amazing institution. My thank you goes first and foremost to Carmelo Ezpeleta for making sure we never felt alone during these months, to Ducati for trusting our projects, to Flex-Box who joined us in this new challenge as title sponsor and obviously to Fabio and Enea: I’m sure they will give their best to wave the Gresini Racing banner high.”
