2021 Harley-Davidson Pan America 1250 in Deadwood Green (photo by Kevin Wing)
In July 2018, Harley-Davidson announced a five-year growth strategy called “More Roads to Harley-Davidson,” a plan to add new products, provide broader access, strengthen its dealer network and amplify the brand. Expansion beyond Harley’s typical cruiser, bagger and touring models would include the LiveWire electric motorcycle, which debuted for 2020, and “middleweight adventure touring, streetfighter and high-performance custom models.”
The “More Roads” strategy offered the first look at the Pan America adventure tourer, with few details beyond its displacement and what could be gleaned from a photo of the prototype. At the 2019 EICMA show in Milan, Harley unveiled the Pan America and the Bronx streetfighter, both to be powered by a liquid-cooled 60-degree V-twin engine platform called the Revolution Max — 1,250cc in the Pan America and 975cc in the Bronx — and launched in 2020.
In February 2020, amid financial troubles, Harley-Davidson announced a revised five-year strategy called “Hardwire” that would, among other changes, “selectively focus on opportunities in profitable segments.” Plans to expand the company’s product portfolio were scaled back. The Pan America made the cut, the Bronx did not. Then the pandemic hit, which pushed the Pan America’s launch from late 2020 to early 2021. Details about the Pan America 1250 and up-spec Pan America 1250 Special were finally announced last February, and we got an opportunity to test ride the Special over two days in April.
Revolution Max 1250
Cutaway of the Revolution Max 1250 that powers the Pan America (photo courtesy of Harley-Davidson)
According to Harley, its all-new, modular Revolution Max engine will be offered in four displacements ranging from 500cc to 1,250cc. In addition to powering the Pan America, it will likely replace the aging, air-cooled mill in the Sportster and may replace the liquid-cooled Revolution X in whatever entry-level models fill the gap for the discontinued Street 500 and Street 750.
In the Pan America 1250, the Revolution Max displaces 1,252cc, has a 13.0:1 compression ratio and makes a claimed 150 horsepower at 9,000 rpm and 94 lb-ft of torque at 6,750 rpm. Like the Revolution V-twin that powered the V-Rod and the Revolution X that powered the Street models, the Max’s cylinders have a 60-degree included angle. The two crankshaft connecting rod journals are offset by 30 degrees, resulting in a 90-degree firing order for smooth power delivery. Dual overhead cams use roller-finger followers to actuate four valves per cylinder and hydraulic lash adjusters eliminate periodic maintenance. Computer-controlled variable valve timing (VVT) independently advances or retards intake and exhaust timing through a potential range of 40 degrees of crankshaft rotation, with the goal of broadening the powerband to deliver ample low-end torque as well as high-rpm horsepower. Dual spark plugs optimize ignition and a robust, dry-sump oiling system is designed to withstand the demands of adventure riding.
Because the Revolution Max is a stressed member of the Pan America’s chassis, it needed to be strong and light. Harley used finite element analysis and optimization techniques to reduce material mass in cast and molded components. Complex casting techniques allowed oil and coolant passages to be integrated into the engine in such a way that minimized wall thicknesses. Single-piece aluminum cylinders have nickel silicon carbide-surface galvanic coating, pistons are made of forged aluminum and the rocker, camshaft and primary covers are made of magnesium. An engine that vibrates less endures less stress over its life cycle, allowing components to be made lighter. A spiral-shaped, chain-driven balancer in the crankcase minimizes primary vibration, while a small balancer located in front of the cylinder head between the camshafts minimizes secondary vibration.
Revolution Max engines are built in Harley’s Pilgrim Road facility near Milwaukee, Wisconsin, and complete Pan Americas are assembled in York, Pennsylvania.
Adaptive Ride Height
Adaptive Ride Height is a factory option on the Pan America 1250 Special, and it offers several modes. (Photo by Brian J. Nelson)
To be competitive in the adventure touring segment, the Pan America 1250 and Pan America 1250 Special are equipped with state-of-the-art electronics like riding modes and Harley’s RDRS Safety Enhancements. The Special is equipped with added features, including Showa semi-active suspension that adjusts damping rates on the selected ride mode and automatically adjusts spring preload to provide 30% sag regardless of the load.
But the real innovation is the Adaptive Ride Height (ARH), a factory option available only on the Special. Using an array of sensors and algorithms, ARH automatically lowers the motorcycle’s ride height by 1 to 2 inches when the motorcycle comes to a stop (the amount of ride height adjustment depends on preload). Lowering the ride height lowers the rider’s seat, which accommodates a wider range of riders and adapts to a wider range of conditions than other full-sized adventure bikes, even those with semi-active suspension.
The Pan America 1250 Special’s semi-active suspension is made by Showa. (Photo by Brian J. Nelson)
In standard ride modes, the default setting for ARH is Auto, but in custom ride modes ARH can be turned off or set to Auto with Short Delay or Auto with Long Delay, and those settings will be retained in that mode after the ignition is turned off. In Auto mode, ARH will not lower the motorcycle in an condition where speed is greater than 15.5 mph, but lowering could begin to occur at 15.5 mph if the rider is braking very hard. Speed, brake lever pressure and deceleration rate are all used to determine when to lower the motorcycle. ARH targets the bike to be lowered when the rider would typically be moving their feet off the pegs to put them on the ground, which typically happens at speeds much slower than 15.5 mph under casual braking.
In technical off-road conditions at low speeds, especially if there is a lot of stopping and starting involved, it may not be optimal to have the motorcycle repeatedly lower and raise itself. In Short Delay mode ARH will not lower the ride height at all until 0.5 second after the motorcycle comes to a stop. Long Delay mode waits until 2 seconds after coming to a stop before lowering the bike.
Since ARH is a factory-installed option, it cannot be added to a Pan America 1250 Special after purchase. The beauty of ARH is that it offers a lower seat height without reducing suspension travel or otherwise compromising the motorcycle’s performance or capabilities.
Engine vibration is kept in check thanks to rubber-topped pegs
Brakes are fade-free and provide a firm feel at the lever
Neutral and light steering, as a supermoto should be
Stable on straights
IRC Road Winner tires offer impressive grip
Downs
Firmer spring rate on suspension draws attention to rough roads
Verdict
Linear power delivery, light handling, impressive tire grip, and fadeless braking make it easy to have sights set on the kart track or any roadway for that matter.
2021 Kawasaki KLX300SM (Kawasaki/)
Overview
Kawasaki has introduced the KLX300SM, the supermoto form of the dual sport KLX300. This new model brings a different personality to Team Green’s lineup with slicker tires, specifically tuned suspension, 17-inch wheels, a larger front disc, and different ergonomics. If slinging around kart tracks sounds right up your alley, this would be your go-to of the two.
Updates for 2021
The KLX300SM is an all-new model for 2021.
Pricing and Variants
The SM is available in Lime Green/Ebony and Oriental Blue/Ebony. MSRP is $5,999.
2021 Kawasaki KLX300SM (Kawasaki/)
Powertrain: Engine, Transmission, and Performance
The KLX300SM, like its dual sport sibling, puts the ponies to the pavement via a fuel-injected 292cc liquid-cooled single, six-speed gearbox, and chain final drive. When the KLX300 was strapped down on the dyno it made 23.43 hp at 8,140 rpm and 15.4 pound-feet at 7,950 rpm at the rear wheel.
The engine has ultralinear delivery, but the SM’s gearing differs from the dual sport variant with its three less teeth on the rear sprocket. This difference resulted in a 70 mph freeway ride at a relaxed 7,000 rpm, Don Canet writes in his ride review.
2021 Kawasaki KLX300SM (Kawasaki/)
Handling
Because of the firm spring rate on the SM’s 43mm USD fork and Uni-Trak piggyback shock, there was more tactile feel of road surfaces, along with reduced fore-aft chassis motion when accelerating, Canet notes.
Steering is very neutral and light and “despite the reduction in rake and trail [compared to the dual sport], the sense of straight-line stability at speed hasn’t been compromised,” writes Canet. The IRC Road Winner tires are also admirably grippy, too.
Brakes
The SM comes to a stop by utilizing a 300mm front disc with a two-piston caliper and 240mm rear disc with a single-piston caliper. After blasting around the kart track, Canet reports the brakes are fade-free and lever feel is consistently firm.
Fuel Economy and Real-World MPG
Fuel economy figures have not yet been recorded. The SM has the same 2-gallon fuel tank as its dual sport companion.
2021 Kawasaki KLX300SM (Kawasaki/)
Ergonomics: Comfort and Utility
Thanks to its lowered suspension and smaller wheel dimensions the seat height is 33.9 inches; 1.3 inches lower than the dual sport’s 35.2 inch seat height. Canet reports that the rubber-capped footpegs of the supermoto help tamp down compared to what little vibration is felt through the dirt-style pegs of the KLX300. The SM’s handlebar is also narrower than the dual sport model.
Electronics
The SM’s rectangular digital display provides speed, rpm, time, and trip intel to the rider. Other electronics include the bike’s electric start and digital fuel injection for quick and easy start-ups in different temperatures.
Warranty and Maintenance Coverage
Like the KLX300, the SM model has a 12-month warranty.
Quality
The SM’s linear and vibration-free power, nimble handling, and admirable brakes and tires will bring the fun to any roadway.
2021 Kawasaki KLX300SM (Kawasaki/)
2021 Kawasaki KLX300SM Claimed Specifications
MSRP:
$5,999
Engine:
292cc DOHC liquid-cooled single
Bore x Stroke:
78.0 x 61.2mm
Transmission/Final Drive:
6-speed/chain
Fuel Delivery:
DFI w/ 34mm Keihin throttle body
Clutch:
Wet, multiplate
Engine Management/Ignition:
CDI
Frame:
High-tensile steel, box-section perimeter
Front Suspension:
43mm USD fork, compression adjustable; 9.1 in. travel
Rear Suspension:
Uni-Trak piggyback shock, preload and rebound adjustable; 8.1 in. travel
If there’s one thing I love about MV Agusta, it’s the company’s adherence to style and class while still retaining a lean, mean aesthetic in their bikes.
The Brutale – aptly named – gives us both qualities in spades with the 1000RR edition, plus a bit of pony power to play with.
The Brutale 1000RR was updated to make the bike compliant with Euro 5 emissions, though MV Agusta says that the new camshaft timing in the engine allows the 208 horsepower to speak extremely well, enhancing the torque curve at medium/low rpm.
With just 4 ponies less than the limited edition MV Agusta Brutale 1000 Serie Oro, speeds claim to top out at over 300km/h – though how this beauty of a bike is Euro 5 compliant with that claim is beyond us.
Suffice it to say that if this bike had any more raw energy tackling the throttle twist, MV would be in the business of a new kind of aircraft.
The Brutale was also given a healthy dose of titanium rods for the intake and exhaust valves, with the new sintered valve guides and DLC-coated tappets reducing friction very nicely.
A brand spanking new inertial platform gives the 1000RR a ‘brutal’ precision for traction and wheelie control, keeping those two wheels firmly on the ground (for now), and the Continental ABS with cornering function is a nifty addition.
Other features include a 5.5” TFT dash, Mobisat tracker (that’s new), Öhlins suspension, Brembo calipers (state of the art), 12.5v battery, and a dry weight of 186kg.
With the Brutale 1000RR taking up a good chunk of the road – and our hearts – it will be exciting to see how the bike conforms to the pavement…and if the MV Agusta bumps the price up any higher than the rather exclusive €32,300 ($35251.11 USD).
The KTM man upset the odds in Barcelona to take the win at the Catalan GP, while some familiar favourites never got going
Miguel Oliveira romped home to victory at Round 7 of the 2021 MotoGP™ World Championship, taking his first win of the season in the process. The Red Bull KTM Factory Racing rider held off Pramac Racing’s Johann Zarco to take the chequered flag in front of a crowd of 20,000 people.
MotoGP™ Fantasy is back and here’s how to get involved! 23/03/2021
The incredibly popular game returns for its second season with some improved features to help you beat your friends to MotoGP™ glory
The fans certainly made a welcome return to the grandstands, but we bet that a few of them may have been cursing their luck as the final result threw up a few surprises in MotoGP™ Fantasy. The Portuguese rider collected the most points of anybody over the weekend, but yet he didn’t even crack the top 5 of most owned riders in the game.
Who joined Oliveira in the weekend’s Dream Team?
As mentioned, Sunday’s race victor collected a total of 38 points throughout the weekend, and nobody else bettered that total. Despite sitting eighth on the list of most owned riders, 1,991 players had the foresight to bring him in ahead of the deadline and were handsomely rewarded for their faith in the KTM man.
Oliveira’s closest rival on-track is also the closest rider to him here, with Zarco’s P3 to P2 performance seeing him earn 35 points in total. A fourth second place of the year saw the Frenchman close the gap to Championship leader Fabio Quartararo (Monster Energy Yamaha MotoGP), but his wait for a premier class win goes on.
Zarco gains ground in title fight: “20 points is enough” 06/06/2021
The Frenchman was inches from a debut victory but will happily take second as he closes in on Quartararo
Joining his Ducati counterpart in the Dream Team is Jack Miller (Ducati Lenovo Team), who crossed the line fourth at the weekend but stood on the podium following a penalty handed to Quartararo. It’s the third time this season the Aussie finished among the rostrum places, with this effort seeing him collect a total of 30 points. Miller remains the third most owned rider in the game, but 2,387 MotoGP™ Fantasy managers will be kicking themselves as they contrived to make him the second highest traded out rider.
Completing the Dream Team is Joan Mir (Team Suzuki Ecstar). The Mallorcan was another to profit off of a penalty given to Quartararo to move up to P4 from a P10 start. As has become the norm, the World Champion began an attack on the podium from deep on the grid, meaning he picked up plenty of Advanced Grid Position points along the way to a healthy 26 points.
Why was Mir unable to put together a signature late charge? 06/06/2021
The Suzuki man says he and his team “missed the strategy” on Sunday as a victory chance slipped through his fingers
Who was the top constructor?
Yamaha were the most traded in manufacturer this weekend, and were fancied to do well in Barcelona. However, the performance of the GP21s meant that Ducati were the top constructors with 32.5 points. That was 6.5 more than Suzuki, and 8 more than KTM.
What happened to the race favourites?
As mentioned, Yamaha were expected to do well at Circuit de Barcelona-Catalunya, yet, not a single YZR-M1 ended up on the podium. Fabio Quartararo is MotoGP™ Fantasy’s most owned player but only collected 20 points over the weekend. Having encountered a number of race difficulties, he was handed two separate three-second penalties which saw him drop to sixth overall. As a result, his factory Yamaha teammate Maverick Viñales was the best finisher from the Iwate factory in P5, but he was the fifth most traded out rider.
Petronas Yamaha’s Franco Morbidelli was the most traded in rider, having shown some excellent pace and rhythm throughout Free Practice. That continued in qualifying as he took fourth on the grid, but a poor start in the race meant he dropped down to tenth by the end of the first lap, something he never recovered from as he wound up crossing the finish line in ninth place and collecting just 13 fantasy points for the round.
How many 300V Motul boosts were played this weekend?
In total, 5109 gamers used the 300V Motul boost at the weekend, which returned a season-high 105,375 points.
When is the next round of MotoGP™ Fantasy?
Next up is Round 8 of the World Championship for the Liqui Moly Motorrad German GP at the Sachsenring, and even though we’ve just come off a double in Italy and Spain, we are already counting down the days for this one.
Every practice session, qualifying battle and race, exclusive interviews, historic races and so much more fantastic content: this is VideoPass!
Aki Ajo has and continues to work with riders such as Jack Miller, Pedro Acosta, Raul Fernandez, Remy Gardner, Johann Zarco, Marc Marquez, and many more. The Finn tells all about how he picks riders for his team, what the key characteristics of what makes a Grand Prix World Champion are, why riders need to focus on themselves more, and how this is becoming increasingly difficult in 2021.
It all started in Monza, 1989, when Eve was 12 years old and, together with her father, went to watch the Formula 1 Grand Prix: “On the track, there were Alain Prost, Ayrton Senna and other legendary drivers. From that moment on, I wanted to become a racing driver, or at least I was sure that I wanted to be part of this environment,” says the TV presenter of ServusTV, which broadcasts the MotoGP™ World Championship in Austria, Germany and Switzerland.
Gamers approach Scarperia (turn ten) in fifth gear but its downhill nature requires a change back to second gear. After accelerating out of Palagio (turn eleven), the long Correntaio (turn twelve) hairpin requires smooth braking and patience before getting back on the gas. The players should still be accelerating as they enter the Biondetti chicane (turns 13 and 14). A quick gear change to fourth before switching from left to right should ensure the bike is well placed before the run to Bucine (turn 15), the final corner that should be taken in second gear. Again, a smooth exit is crucial to build speed onto the start-finish straight.
Shinichi Sahara – Suzuki Ecstar Project Leader & Team Director: “We are very happy to keep Cristian on our eSport team and collaborate with Williams for another year. Virtual racing may be very different to real life racing, but there are certain similarities and the competitors are required to have many of the same traits, concentration, dedication, precision. Cristian has taken our virtual GSX-RR to third in the championship for two years in a row, and we know he is very skilled. He also fits well with our team and has enjoyed a good relationship with Alex Rins and Joan Mir. We will be cheering him on in all his races.”
Often overlooked when considering protective gear, your legs are actually quite vitally important in terms of controlling the average motorcycle. Stop and think for a moment about just how many things about a bike need your legs: balance during cornering, providing enough stability to press on levers operated by your feet, and a whole slew of other things that happen naturally as part of riding.
It is amazing, then, that many riders don’t protect their legs. We’ve all heard the excuses of “it’s too hot where I live,” “I don’t plan on crashing,” and “I can’t find anything that’s comfortable.” For those in hot regions, mesh pants. For those that can’t find anything comfortable, there are ranges of overpants and/or custom fit motorcycle gear that can be ordered. For those that don’t plan on crashing, well, no one plans on crashing, but it still happens!
To keep your legs safe, as well as keep you looking your best on the bike, here are the top ten motorcycle pants currently on the market. These are all either highly rated and reviewed, have special features about them, or are just damned good deals when it comes to the value-to-protection ratio. If you’re looking for more size options, check out our guides on Plus Size Jackets and Plus Size Pants for female riders.
Rokker is one of the more premium motorcycle clothing brands out there, with a history of moderately-expensive-but-worth-it protective gear. This holds true with the Rokkertech High Waist Slim jeans, a new introduction to their motorcycle pants lineup.
The Tech part of RokkerTech comes from the usage of in-house developed Ultra High Molecular Weight Polyethylene, or UHMWPE, which has a pure fiber tensile strength twice that of steel. Around those fibers, Rokker weaves in cotton so as to form a denim feel and look, but which is, when finally sewn into a full garment, 15 times as strong as steel in abrasion resistance.
This is backed up by full D3O knee and hip armor, both of which are included. As well, the use of UHMWPE allows for the jeans to be sewn and bonded, instead of riveted, meaning there is no metal on the outside of the jearns to scratch and ding your bike’s paint job. Definitely designed for warmer weather, these riding jeans are one of the few that are single layer, so apart from the slight bumps where the armor is, they could pass for everyday fashion jeans without worry.
Spidi is often considered as a bargain brand, which is not saying anything bad about them. They are simply like Scorpion, making good gear available at lower-than-average retail prices. A perfect example of this are the Moto Pro leggings, a mix of high tech textiles and a low price.
The leggings are designed, as the name suggests, to fit tightly to the leg, much tighter than many riding jeans would. This is made possible through Spidi’s TEXTECH fiber, a blend of cotton and elastane. This blend means the leggings will stretch with you, while the cotton is of a high enough grade that it replicates Cordura levels of protection, without needing to license the name. That is, quite possibly, where most of the savings are on these riding pants.
Protective armor comes in the form of knee armor at CE level 1, and pockets inside the hip for optional hip armor. The leggings are single layer, and are highly abrasion resistant, so they can be worn either on their own, or if you wanted extra protection, could be worn under a pair of regular jeans, riding overpants, or with aramid/kevlar undergarments.
The Scorpion EXO Maia pants are a bit of an oddity, in a good way. To explain what is meant by that, we first need to look at what type of riding these pants are designed for. That style can simply be described as “touring.” It could be sport touring, cruiser touring, continental touring, it’s built for them all.
This is demonstrated by the way the pants are designed to protect the rider. Most of the protective polyfabric, which is rated at 600D, is in the seat, knees, and lower legs, all common sliding and impact areas. The other areas of the pants are then fitted with poly-mesh panels, which while not major impact areas, are still rated at about 300D. This is backed up by Sas-Tec CE level 1 knee armor, and pockets for Sas-Tec hip armor.
The pants are odd in that instead of focusing on making the whole thing out of full 600D, Scorpion put the heavy duty protection on slide and impact areas, and used the other areas to benefit ventilation and comfort. That is the odd bit about these pants. They’re heavy duty, but lightweight, meant to keep the rider comfortable for long or short rides, and above all, protected.
Dainese is one of the two major suppliers of racing gear for the MotoGP grid, and it shows with trickle-down tech that makes it into the latest and greatest of their consumer track and riding gear. The Delta 3 Perforated leather pants are just one more example of the top class of motorcycle racing impacting every day riding comfort and protection.
Using full tutu cowhide leather at 1.2mm or greater, the pants are heavily perforated on the thighs to allow for the most airflow to the hottest part of the legs. S1 bieleastic polyamide stretch fabric allows for comfort and protection in high movement areas such as the groin and knees. There are no adjustable vents on these pants, however, as they are considered race-grade.
In line with that powersports grade ideal, the pants come with full composite armor on the knees and hips that both meet and exceed CE level 2 requirements. The knee pucks are fully replaceable and are highly durable. The pants as a whole meet and exceed CE – Cat. II – 89/686/EEC Directive ratings, which translates to full track and race certification, although most race series will make you have a full one piece suit. It just shows the level of technology and detail Dainese is bringing down to the everyday sport rider.
Whereas the other racing fit pants on this list are pretty much a women’s version of a men’s set of pants, the Alpinestars Stella Missile pants are a completely different beast than the men’s Missile V2 leather pants. This is through both research and development with women that partake in racing championships, and feedback from everyday riders.
The same 1.3mm full cowhide leather is used, however the legs are tailored for smaller diameters, and the hips section has been widened, with adjustable straps for a perfect fit. The Stella Missile’s also feature the same GP-R knee slider pucks as the men’s pants for lap after lap on a track day without worry.
Armor comes in the form of Alpinestars Bio knee protectors, and there are pockets for hip armor as well. If you have a Stella Missile Women’s racing jacket, there is a full surround zip at the waist to connect the pants to the jacket to form a full suit.
Rev’It has been working day in and day out since their inception to include women into their gear lineups. This is because the Netherlands has a large cycling population, which has led to a higher number of female riders in the European country. And as all women are not built the same, Rev’It also has many styles of riding pants.
The Maple jeans are for those women that do not want a regular or relaxed fit, but also don’t want the jeans to be totally tight on their legs. Using a skinny fit, these jeans are made of 13oz Cordura denim, which has a minimum abrasion protection rating of 500D. Rev’It also includes their CoolMax lining, allowing sweat and heat to be wicked away and carried off by the air passing through and over the jeans.
For protection, there is a double layer of PWR polyester fabric in the seat and at the knees, to keep the Seesmart CE level 1 knee armor in place even during a slide. There are pockets for hip armor, and the jeans are certified CE 17092-4:2020 Class A, meaning street and regular commuting protection.
As we just mentioned in the Rev’It Maple overview above, not all women are built the same. The Rev’It Moto Jeans are, much like their men’s counterpart, designed to replicate the look and feel of a leather-based pant, but made using fabrics.
As with the men’s version, Rev’It used heavyweight 12.5oz Cordura denim for the exterior, which gives an approximate 600D abrasion resistance rating. Underneath that, Seesmart CE level 1 knee pads are included with the jeans. The inner lining is made of Rev’It’s own PWR Shield polyamide mesh, which adds another 600D of abrasion resistance.
Combined, the outer and inner layers provide 1200D of total abrasion resistance, or about 10 seconds of resistance at 50 MPH. Of course, the faster you start the slide, the less time it will take to wear through, although these jeans are meant to give enough resistance that you will either start to tumble, or have enough time to slow down through friction to prevent the worst of road rash.
The masters of off-road ADV and exploring gear, Klim shifted their focus when it came to the Artemis gear. Using their expertise, they made the Artemis line of protective gear for women, without a men’s gear equivalent. This makes it, in the space of motorcycle PPE, one of the very few model lines that is specifically and only for the ladies of two wheels.
The Artemis are named appropriately, as these pants are designed to protect against almost any situation you could find yourself in while travelling off-road. Made of Klim’s exclusive Karbonite textile, the pants have a slide and ripstop rating ranging from 600D to 750D, depending on which part of the pants you are looking at. This is backed by full GoreTex, allowing the pants to be 100% waterproof while also breathable.
In making the Artemis line only for women, the ventilation mapping of the pants is oriented towards keeping the air flowing through and around the warmest bits. Two angled thigh vents, and two lower thigh exhausts, allow for cooling air to flow around the legs and wick away moisture and heat in equal measure. The inner mesh is also Klimatek, a specific mesh that helps carry that heat and moisture to the vents.
D3O CE level 1 armor protects both the knees and the hips, and can be replaced if needed with other CE level 1 armor, or optional CE level 2 versions. All in all, by keeping their focus on the woman rider, Klim has made a stellar product that is highly recommended and reviewed.
Rev’It themselves have the best statement about what makes the Ignition 3 pants so special: “Leather and mesh go together like salt and caramel.” Designed for the rider in hotter climates, the Ignition 3 pants are some of the best pants, of any type, you can buy for riding.
The outer shell is a combination of Monaco performance cowhide leather with a minimum thickness of 1mm, combined with high-strength Dynax mesh, 500D polyamide stretch zones, and Lorica fabric with waxed polyester for airflow. The leather is, of course, on all the high-abrasion zones should a slide occur, with the 500D polyamide allowing for both protection and stretch on secondary slide zones.
In adapting the Ignition 3 pants for women, the fit was made tighter in the legs and expanded a bit in the hips. As well, the knee protectors are still CE level 2 Seeflex, while the larger CE Level 1 Type B hip armor is provided. Apart from those changes, the pants are almost identical to the mens version, and the Hydratex fully removable waterproof liner is also included.
If you want to talk about over-engineering a set of pants, then you need to talk about the Rev’It Sand 4 H2O ADV and off-road pants. As the name suggests, this is the fourth iteration and evolution of the pants, and they came out just before the calendar flipped over to 2021. When it comes to four season riding capability, Rev’It’s Sand line-up is well worth looking at.
So what makes them over-engineered? Firstly, the outer layer is made of full 1000D polyester ripstop, which is enough protection for most other pants to get by with. But Rev’It wasn’t satisfied, and then put a Hydratex liner behind that, for waterproofing and breathability. Then, still not satisfied, they put a combination polyester and polyamide internal mesh liner, with a removable extra thermal liner, inside that is puncture and abrasion resistant.
Add in that the pants come with Seeflex CE level 2 knee and upper shin guards, and SeeSmart CE level 1 type B hip guards as standard, and you have a set of pants that is waterproof, can slide down the side of a mountain and not tear, is comfortable, can be worn in four seasons, and also can be adjusted via several straps and snap-tabs to fit perfectly.
It may be surprising to some, but legs are often one of the most overlooked parts of protection for many riders. They may have the best helmet, an awesome jacket, great gloves, and boots that will protect their feet for years but will ride in normal jeans. It’s a lab-proven fact that regular, off-the-shelf denim will stand up to a slide for less than a second, and after that, it’s your skin that’s touching the pavement.
This is why proper riding pants are important. All of our legs come in different shapes and sizes, from wide and short to thin and long, and every variation in between. It is for that reason that manufacturers often size their riding pants in different ranges.
As well, with developments over the past decade, riding jeans, with strong hybrid denim mixes backed by aramid or Kevlar, have become a vital market for manufacturers. It keeps the style of regular jeans but provides knee armor and the abrasion resistance of aramid/Kevlar. These, then, are the 10 best riding pants you can currently find on the market.
Rev’It themselves have the best statement about what makes the Ignition 3 pants so special: “Leather and mesh go together like salt and caramel.” Designed for the rider in hotter climates, the Ignition 3 pants are some of the best pants, of any type, you can buy for riding.
The outer shell is a combination of Monaco performance cowhide leather with a minimum thickness of 1mm, combined with high-strength Dynax mesh, 500D polyamide stretch zones, and Lorica fabric with waxed polyester for airflow. The leather is, of course, on all the high-abrasion zones should a slide occur, with the 500D polyamide allowing for both protection and stretch on secondary slide zones.
The airflow through these pants is unbelievably high, allowing for maximum cooling while riding. However, should it start to look rainy or wet, the pants do have a fully removable Hydratex lining that is rated 3L and will get your home with your legs dry. The armor is in the form of Seeflex CE level 2 knee armor, and Seesmart CE level 1 armor at the hips.
Dainese is one of the two major suppliers of racing gear for the MotoGP grid, and it shows with trickle-down tech that makes it into the latest and greatest of their consumer track and riding gear. The Delta 3 Perforated leather pants are just one more example of the top class of motorcycle racing impacting everyday riding comfort and protection.
Using full tutu cowhide leather at 1.2mm or greater, the pants are heavily perforated on the thighs to allow for the most airflow to the hottest part of the legs. S1 bi-elastic polyamide stretch fabric allows for comfort and protection in high movement areas such as the groin and knees. There are no adjustable vents on these pants, however, as they are considered race-grade.
In line with that powersports-grade ideal, the pants come with full-composite armor on the knees and hips that both meet and exceed CE level 2 requirements. The knee pucks are fully replaceable and are highly durable. The pants as a whole meet and exceed CE – Cat. II – 89/686/EEC Directive ratings, which translates to full track and race certification, although most race series will make you have a full one-piece suit. It just shows the level of technology and detail Dainese is bringing down to the everyday sport rider.
Alpinestars are famous for their waterproof yet breathable riding gear, and the Yaguara pants are just another example of what they like to term as “tech-touring” gear. As the name suggests, there are a lot of high-tech, advanced materials at work in these pants, both to keep you protected and keep you dry.
The outer shell is not made of any one material, but instead a blend of various polyamide and polyester textiles. This is then backed by a Drystar waterproof membrane, and the two layers are laminated together. This provides both excellent waterproofing and breathability, with the external layers combining to form an extremely durable fabric.
To further protection, there are ballistic nylon protection panels added to the heavy-duty wear and tear sections of the pants, including slide areas. Alpinestars’ Bio-Air knee protectors are standard and are rated at CE level 2. Hip pockets for armor are sewn in. And in case the already breathable material isn’t cool enough, there are four zippered vents for customizable cooling.
If you like the sound of the Yaguara pants, but want something with braces, then consider looking at the Alpinestars Andes V2 pants instead.
Klim prides itself on being a premium adventure and off-road touring company, and it shows since they’ve continually developed and produced some of the best gear in the sector. This shows with gear such as the Dakar pants, a premium off-road pant with protection and durability to last for weeks, or even months, on and off the road.
Starting off with the outer layer, there is 840D Cordura textile woven material with a highly water-resistant coating on the threads. This is joined by thick, abrasion, and melting-resistant leather on the lower legs for protection from both shrubbery and engine heat. Stretch fabric allows for optimal comfort around common pressure areas such as the groin, back of knees, back of the waist, and others.
There are multiple ventilation ports with full YKK zippers for durability and adjustability. Armor protection comes from both external TPU reinforcement on the knees, as well as internal knee and hip armor pockets for your personal choice of the armor type you’d like.
For the rider that wants to hit the track but doesn’t like the full perforated leather feel of other pants, the Alpinestars Missile v2 leather pants are the most viable alternative. While the majority of the pants are made from leather, there are some materials used that allow for high airflow while also keeping up with the expected level of protection from track-viable pants.
This starts with full 1.3mm premium bovine leather, with a lot of perforation on the thighs. Leather accordion panels over the knees allow for comfort, and an extended rear waist construction makes sure that the tailbone and spine are covered in the case of a slide. Where the airflow comes in is through the stretch panels at the groin and inner thigh, as well as on parts of the calf. These stretch zones, made of polyamides, are rated 600D on their own.
Kneel pucks allow for some full-lean apexes to be clipped without damage to your pants, and are of Alpinestars’ high durability GP-R construction. Nucleon CE level 1 knee armor is included, with pockets for optional hip armor. If you have a Missile Air jacket, of any version, the pants will also zip together with that to form a race suit.
The downside to a lot of motorcycle protective gear is that while it does protect the rider, it also heats up the rider. For this reason, mesh gear was developed, and REAX has one of the most affordable sets of mesh pants with the best protection with the Alta Mesh pants.
To provide the ventilation needed to keep a rider cool in hot weather, a lot of the inner leg, thigh, groin, and some of the ankle areas of the pants are made of polyamide mesh. On areas that may suffer the impact or be slid upon, there is a combination of polyester 600D check pattern fabric, with polyamide 980D ballistic penetration resistant fabric at the knees and across the buttocks.
This is lined on the inside with a moisture-wicking mesh liner that is shaped to pull the most moisture and heat to the mesh portions inside the leg so that the cool air can wick it away from the rider. With Sas-Tec CE level 2 knee armor included, and pockets for Sas-Tec CE level 1 or 2 armor at the hips, for $199, you are getting the best of the best in mesh gear.
If you’re looking for something with real waterproof capabilities, the REAX Traveler Waterproof pants are also worth a look.
If you want to talk about over-engineering a set of pants, then you need to talk about the Rev’It Sand 4 H2O ADV and off-road pants. As the name suggests, this is the fourth iteration and evolution of the pants, and they came out just before the calendar flipped over to 2021.
So what makes them over-engineered? Firstly, the outer layer is made of full 1000D polyester ripstop, which is enough protection for most other pants to get by with. But Rev’It wasn’t satisfied, and then put a Hydratex liner behind that, for waterproofing and breathability. Then, still not satisfied, they put a combination polyester and polyamide internal mesh liner, with a removable extra thermal liner, inside that is puncture and abrasion-resistant.
Add in that the pants come with Seeflex CE level 2 knee and upper shin guards, and SeeSmart CE level 1 type B hip guards as standard, and you have a set of pants that is waterproof, can slide down the side of a mountain, and not tear, is comfortable, can be worn in four seasons, and also can be adjusted via several straps and snap-tabs to fit perfectly.
Knox is a company that only recently started to make waves in the North American market, as well as many international markets. They used to be almost exclusively European, being based out of the UK. Where most have heard of them before is with their excellent micro-lock armor that is often seen in motocross protection.
In terms of street gear, Knox took the road less traveled, and instead of riding “jeans,” they made riding “khakis.” Lighter weight, these pants are nonetheless extremely durable, made of high-strength stretch nylon infused with spandex to allow them to move and shape to the rider. They also included micro-lock armor for the knees and hips as standard, something you often have to pay extra for with other brands.
As these pants are lighter weight than the Cordura denim of most riding jeans, there may be thoughts that it won’t protect as well. Those worries are squashed when you see that these pants are EN17092-3:2020 Class AA certified, meaning that, if they had knee sliders, these pants would qualify for use on a track, and out-class most riding pants that only come with a single A rating. For reference, AAA certification is for full racing gear and is often only given to full riding suits.
Rev’It strikes again on this list with a super pair of motorcycle riding jeans named, oddly enough, Moto Jeans. While the title may be a bit self-apparent, the quality and protection offered through these jeans are nothing to joke about.
Starting with a leather-style pants base, Rev’It instead used heavyweight 12.5oz Cordura denim for the exterior, which gives an approximate 600D abrasion resistance rating. Underneath that, Seesmart CE level 1 knee pads are included with the jean. The inner lining is made of Rev’It’s own PWR Shield polyamide mesh, which adds another 600D of abrasion resistance.
Combined, the outer and inner layers provide 1200D of total abrasion resistance or about 10 seconds of resistance at 50 MPH. Of course, the faster you start the slide, the less time it will take to wear through, although these jeans are meant to give enough resistance that you will either start to tumble, or have enough time to slow down through friction to prevent the worst of road rash.
Scorpion is well known for making superb gear like helmets at affordable prices. The EXO Covert Pro jeans are just another example of this steadfast determination to make riding less expensive while keeping the rider safe. As well, because of using a specific cut, the exterior of the jeans are large panels which increases the total stability of the material, instead of multi-seam smaller panels.
That material is Cordura 373 GSM denim, which is highly abrasion-resistant on its own, made up of 85% cotton and 15% high-strength nylon. This is backed by 250 GSM DuPont Kevlar from the base of the knees all the way to the waist, as this is the most common sliding area. From the base of the knee to the ankle cuff, a mesh lining helps keep the jeans open for airflow and allows for heat and moisture to be wicked away.
The only downside to the EXO Covert Pro is that while there are pockets at the knees and hips for armor, the jeans don’t come with any pre-installed. The pockets are fairly universal, although Scorpion recommends Sas-Tec Level 2 knee armor and Sas-Tec level 1 or 2 hip armor.
