Will online swapping make motorcycle parts swap meets a thing of the past and will riders choose to swap their bikes online rather than sell them and buy a new bike?
At least one online start-up hopes the future will move toward online swapping just as our habits are shifting toward on-line shopping.
Nicholas Robertson who has founded the Australian online site SwapU.com.au believes there is a future in online swapping.
There are already selling sites that also allow you to swap, but they are not geared up specifically for swapping, so there are few items offeredfor a swap.
SwapU.com.au is specifically set up for swapping only.
It makes good economic and sustainability sense to swap.
I have checked out the site and there are several motorcycles and motorcycle parts being offered for a swap, among a range of other items such as cars, furniture, crafts, electronics, etc.
It even includes a “swipe” section which is similar to those dating apps where you swipe right or left depending on your level of interest.
Nic admits his site is in its early stages and is “pretty glitchy in parts”.
“It is what happens when it is a part-time gig, I guess,” says the former Kawasaki KX125 owner.
“There are a lot of interesting ways at coming at the swapping experience from the perspective of the customers.
“Many people want to have more experiences and don’t have a way to get the cash that they want from a sale to buy their new item. So they swap.
“Others are just interested in what they might be able to swap for their item. People swap for a range of reasons.”
Swapping an item on SwapU requires the two parties to agree on the swap and whether any money also needs to change hands.
It’s pretty straight forward for most items.
However, there are legal issues involved in swapping vehicles such as stamp duty, registration, roadworthy certificates, etc.
Swappers will have to check the legal requirements in their state and there are details about that on the website.
As usual, buyers and sellers should be aware of online scams and issues such as insurances write-offs, stolen vehicles and money still owning on a vehicle to finance companies or banks.
I can see that it would be great for swapping parts as it gives you access to parts that may be on the other side of the continent rather than just what is available at a local swap meet.
And if your part is quite rare, a site like this gives you more chance of finding it.
Swapping vehicles appears more problematic.
However, if it cuts out the middle man and saves you money, then it could be worth a go.
Three Epic U.S. Road Trip Experiences Capture the Glory of Crushing Miles, Discovering New Places & Creating Lifelong Memories.
Begin press release:
It’s time to hit the road and discover some of the most beautiful destinations in America. Indian Motorcycle, America’s First Motorcycle Company, today announced the debut of its first-ever motorcycle touring series, Epic Pursuits. The two-wheel travel series will take viewers on three unique adventures aboard the Indian Pursuit, the brand’s most-capable touring machine. Whether a long-time, avid motorcyclist or newly licensed rider, Epic Pursuits champions the totally unique experience, camaraderie and euphoria that can only be found when road-tripping with friends on motorcycles.
Hosted by Matt Vincent, an accomplished athlete, adventurer, and entrepreneur, each epic journey will feature a new cast of characters, saddling up for the ride of a lifetime through three different regions of the country. Each journey will be chronicled with three episodes – showcasing the area’s breathtaking scenery and local sights, as the group explores and immerses themselves within the local culture.
“If there’s one thing we’ve learned as a post-pandemic society, it’s that life can change in the blink of an eye. We all have that one trip, that one ride that’s been on our bucket list far too long, and now’s the time to pursue it,” said Aaron Jax, Vice President of Indian Motorcycle. “That’s exactly why we created Epic Pursuits – to inspire riders all over the world to seize the day by getting out on that two-wheel journey they’ve dreamt of and create those experiences and memories that can only be found on the back of a motorcycle.”
Premiering today on the Indian Motorcycle YouTube channel, the first three-part installment debuts, as Vincent and company take to the Southeast. From the cobblestone streets of Charleston, South Carolina, through the everglades of Florida, Vincent and company make their way to the Florida Keys. Throughout the three episodes, the riders stop at local restaurants and tourist attractions, even hitting Daytona Beach to experience the infamous Bike Week. As is often the case with any road trip, unpredictability rears its head. Several unforeseen obstacles and inclement weather ultimately make the experience and memories all the more sweet and the final accomplishment of conquering a 900-mile ride becomes a badge of honor.
As Epic Pursuits continues, series two will venture down the West Coast, as Vincent and a new crew of riders begin their journey in San Francisco, traversing down the California coastline to Los Angeles and heading inland to the spiritual desert oasis that is Joshua Tree. From there, the third and final epic adventure will head to the Pacific Northwest, where the riders make stops through Oregon, Washington and Idaho. The next two trips will debut later this summer.
They call it, “The world’s toughest 100% waterproof luggage for your modern adventure bike.” You can be the judge.
Begin press release:
Lindeco Genuine Powersports and Enduristan USA are proud to present the 2022 Enduristan Monsoon EVO Saddlebag System. The Enduristan Monsoon EVO premium saddlebags deliver the world’s toughest 100% waterproof luggage for your modern adventure bike and are built with maximum durability, convenience, and functionality in mind.
Did you know that all of Enduristan’s premium ADV luggage are 100% waterproof without the use of dry bags? This is an Enduristan exclusive. The three layer fabric sections feature welded seams, are designed to provide 100% waterproof protection, and are much lighter than other competitive brands (Monsoon EVO 6 lbs vs other brands at 11 lbs with mounting plates/wedges). This keeps all the elements on the outside and your belongings clean and dry on the inside of your Enduristan luggage.
The Monsoon Evo was developed to travel as light as possible, even with a lot of luggage. With 5.62 lbs (size S) and 6.06 lbs. (size L) and no need for a heavy mounting plate, the Monsoon Evo is the lightest frame mount pannier solution in the high-quality segment. And yet, with 24 and 34 liters capacity, they offer enough storage space even for the longest adventure travels. And if this space is still not sufficient, you can even add two Fender Bags, XS base packs, or four Can/Bottle Holsters on the outside.
The Monsoon Evo fits almost all pannier frames with 18mm tubes. Due to a newly developed and innovative mounting bracket, the bags can be attached to the pannier frames without an additional mounting plate. If you add a lock to the mounting bracket’s safety holes, the Monsoon Evo is theft resistant.
Like all our products, the Monsoon Evo is designed for the toughest journeys. The mounting brackets are made of fiber-reinforced composite material, which has similar mechanical properties to aluminum. We also use our proven 3-layer fabric, which is extremely abrasion-resistant and has proven itself in the past. And should your bike tip over anyway, an additional edge protection keeps the bag safe.
FEATURES
100% Waterproof Construction
No additional mounting plate required
Fully water, dust, mud and snow proof
No dry bag required to be waterproof
Red inner lining for high visibility
Fits 18mm diameter racks
Extremely strong mounting brackets with safety pins
Easy fastening, quick removal
Can be used on the right and left side of the motorcycle (sold individually)
Edge protection
4 compression straps
4 interfaces to attach Bottle/Can Holsters
2 interfaces to attach Fender Bags S or L, or XS Base Pack
2 rows of cargo loops to attach additional gear
Deluxe shoulder strap separately available
Ergonomic soft-grip handles
Lockable to the frame with a padlock (for example ABUS 85/30HB65, not included)
Lockable with security strap (for example Steelcore 4.5’], not included)
TECHNICAL DETAILS MONSOON EVO – SMALL
Volume: 24 Liters
Width: 40 cm
Height: 40 cm
Depth: 16 cm
Weight: 5.62 lbs
TECHNICAL DETAILS MONSOON EVO – LARGE
Volume: 34 Liters
Width: 40 cm
Height: 40 cm
Depth: 21 cm
Weight: 6.06 lbs.
Sold as individual units/per side of motorcycle. Qty 2 required for a left and right side. Mixing and matching a Large and Small Monsoon Evo may be done to adjust total width per side due to some motorcycles side exhaust.
Enduristan Monsoon EVO Panniers available now on the Enduristan USA website for retail consumers. See the entire collection of Enduristan adventure luggage and accessories at: https://enduristan-usa.com/
Head to www.lgp-powersports.com to learn more about Lindeco Genuine Powersports and the complete lineup of premium Powersports products.
In 2021, All Kids Bike, the nationwide movement on a mission to teach every child in America how to ride a bicycle in kindergarten PE class, received a $30,000 grant from Yamaha Motor Corp, USA’s Outdoor Access Initiative. The goal of the grant was to get the All Kids Bike program into six schools near Yamaha’s corporate offices, including four in Georgia and two in California.
Fast forward to this spring, with Yamaha volunteers and All Kids Bike ambassadors delivering the final of the six school programs to the Cara J. King Elementary School in Cypress, California, completing this past year’s grant, and setting the stage for more funding in 2022.
“We’re grateful for Yamaha’s support of All Kids Bike, for the funding required to land the program in six schools, for the volunteer efforts Yamaha employees and partners contributed to delivering bikes to schools, and mostly for the opportunity to get more kids on bikes,” said Ryan McFarland, All Kids Bike Founder, who attended the first Yamaha-funded school delivery in Cypress last fall.
Volunteers from Yamaha Motor Corp., USA’s offices in Marietta, Georgia, and Cypress, California, and from Yamaha Motor Manufacturing Corporation of America in Newnan, Georgia, helped deliver the All Kids Bike programs to the schools over the past year.
The six schools receiving the program from Yamaha’s Outdoor Access Initiative grant include:
Elm Street Elementary in Newnan, Georgia
Western Elementary in Newnan, Georgia
A.L. Burruss Elementary School in Marietta, Georgia
Lockheed Elementary in Marietta, Georgia
Juliet Morris Elementary School in Cypress, California
Clara J. King Elementary in Cypress, California
“The Yamaha Outdoor Access initiative is an inclusive program that supports and promotes outdoor recreation, and we provided this grant to get more kids outside learning valuable skills they can build on for the rest of their lives,” said Steve Nessl, Yamaha’s Motorsports marketing manager. “The All Kids Bike program offers the only chance some of these kids will get to develop the confidence and experience the freedom that comes from riding on two wheels.”
All Kids Bike programs include 24 balance bikes, pedal conversion kits, helmets, and a teacher’s bike. It is a plug-and-play program for public schools that aligns with SHAPE America National Physical Education Standards and also includes an eight-lesson Kindergarten PE Learn-To-Ride Curriculum, teacher training and certification, and a five-year support plan.
To date, nearly 550 elementary schools in all 50 states have received and implemented the All Kids Bike program with an estimated 380,000 students benefiting from this program over the next five years.
Bike Riding Benefits for Kids
Childhood development never stops. By continuing to expand the All Kids Bike program this year, more children across the country are learning life skills and getting much needed exercise while getting away from their computer screens and spending more time outdoors.
The Kindergarten PE Program supports critical health and safety needs, including:
Spatial awareness: Teaches the concept and understanding of “safe distancing” to a child.
Limited touch points: Specifically-designated hand placement limits cross-class touch points.
Learning to ride a bike at a young age increases confidence while developing balance, mobility, safety, environmental awareness, and facilitating exercise. The bikes used in the All Kids Bike program allow children and teachers to progress through the riding process void of fear and full of encouragement. Kids develop their skills with each session, first learning to balance, then learning to pedal, all on the same bicycle.
The All Kids Bike school funding and waiting lists are online at allkidsbike.org/give.
About the Yamaha Outdoor Access Initiative
For more than a decade, the Yamaha Outdoor Access Initiative has led the Powersports industry in guaranteeing responsible access to our nation’s land for outdoor enthusiasts. Through this program, Yamaha has directly and indirectly supported thousands of miles of motorized recreation trails, maintained and rehabilitated riding and hunting areas, improved staging areas, supplied agricultural organizations with essential OHV safety education, built bridges over fish-bearing streams and partnered with local outdoor enthusiast communities across the country to improve access to public lands. Updated guidelines, application form, information and news about the Outdoor Access Initiative are available at YamahaOAI.com.
About All Kids Bike
ALL KIDS BIKE® is a national movement led by the Strider Education Foundation to place Kindergarten P.E. Learn-To-Ride Programs into public schools using donations from individuals, businesses, and organizations. The Strider Education Foundation, a 501(c)(3) organization, was formed in 2017. The Strider Education Foundation believes that learning to ride can help everyone lead a happier and healthier life. For more information, visit allkidsbike.org.
Dorna continues to receive high levels of interest from a number of both official factories and Independent Teams looking to join the MotoGP™ grid as the sport continues to set a global example of close competition, innovation and entertainment, reaching hundreds of millions of fans around the world.
Who could not love the place? Packed hillsides, bright sunshine, an atmosphere like a football match and then of course there is the racing. For 36 years fans throughout Europe have been flocking south to Andalusia at the start of May. It is an annual pilgrimage to an area, not just a circuit, that breathes the very soul of Grand Prix motorcycle racing. I could feel and smell it as I turned up the volume on the remote control on Sunday and I wanted to be there.
There’s no Bluetooth connectivity with the dash, just a simple analog speedo, with an inner digital display and no fuel gauge. (Amelie Mesecke & Björn Gramm/)
Without ever-tightening emissions regulations nudging air-cooled motorcycles toward extinction, the much-loved but long-toothed air-cooled 883 and 1200 Sportsters would probably have gone on forever. But now, 65 years after the first XL hit the streets, Harley-Davidson replaces its iconic war horses with an entry-level V-twin for the next generation—the Nightster.
The liquid-cooled Nightster offers a significant leap in performance over both air-cooled Sportsters. A peak power figure of 89 hp and a 9,500 rpm redline are numbers the old air-cooled machines could only dream of. In fact, that’s 80 percent more muscle than the old 883.
But it’s not just about the engine (whose liquid-cooling will certainly ruffle the feathers of air-cooling enthusiasts). The Nightster comes with a new frame, Showa suspension, multiple electronic riding modes, traction control, and ABS. And while the design may shadow the lines of previous Sportsters—19-inch front and 16-inch rear wheels included—what looks like the fuel tank is actually a cover for the airbox, with the real (3.1-gallon) fuel tank stowed under the seat.
We flew to northern Spain ahead of the bike’s official European launch for an exclusive test ride on Harley’s entry-level V-twin streetbike.
With 90 hp at 7,500 rpm and 70 pound-feet of torque at 5,000 rpm, the Nightster makes a significant jump forward compared to even the larger air-cooled Sportster 1200, which churned out 66 hp.
The 975cc V-twin (975T) is essentially a detuned and downsized version of the 1,252cc Revolution 1250T engine found in the Sportster S and Pan America. This is done via a smaller 97mm bore and shorter 66mm stroke (down from 105mm and 72.3mm, respectively). There are also changes to the intake and exhaust, with variable valve timing now only on the intake side, plus three riding modes to choose from: Sport, Road, and Rain. Each mode reconfigures the rider aids, while Rain mode reduces peak power by around 15 percent.
I immediately felt at home on the Nightster. The gearbox is fluid, not like the clunky transmission of old, and both levers are span adjustable, not the huge chrome levers we are used to. In fact, there’s a modern, integrated feel to the package. The fuel injection, however, is a little sharp and snatchy for low-speed riding, and miles and a thoroughly warmed motor didn’t overly improve matters. And while the Nightster’s fueling can’t be described as bad, it’s not in the same league as that on KTM’s and Ducati’s current V-twins, and in Sport mode the throttle response is intrusively snatchy.
Fueling aside, the 975cc V-twin impressed throughout our test ride. On the one hand, you can ride this cruiser like a traditional Harley, short-shifting through that easy gearbox, enjoying the 975T’s torque, and riding progressively and relatively briskly. Or if you’ve come from a sport background, hold onto a gear and let it rev. Peak power is at 7,500 rpm, max torque at 5,000 rpm, but the Nightster will rev on to 9,500 rpm—and it appears to enjoy it. The kick between 6,000 rpm and 8,000 rpm is a welcome addition for sport fans—yes, the Nightster is sporty in a way the Sportster never managed.
Accelerating out of slow corners or roundabouts is now great fun. Turn off the TC and there is enough torque to light up the rear tire, just, and it will continue accelerating past a displayed 100 mph with a degree of nonchalance. What’s more, there’s handling to match.
Harley has saved weight (the 1200 Sportster weighs 582 pounds compared to the Nightster’s 481 pounds) and, interestingly, moved the center of gravity lower with the fuel tank now under the seat and the traditional tank shape just a cover for the airbox. H-D has also listened to criticism and improved ground clearance. The old, discontinued Sportster could never objectively be described as sporty because its handling limitations, especially the lack of ground clearance, were all too easy to find. Now, those limitations have been attended to, and while the pegs and eventually the exhaust will touch down, it takes some determination to do so.
Of course, this is no track bike, but the combination of 19-inch front and 16-inch rear wheels and 481 pounds somehow works. The Nightster is slow steering by normal standards, especially during fast direction changes at speed, but this is only noticeable when riding outside the bike’s design window. For a spirited ride, it’s hard to fault—its newfound agility and easy-to-achieve lean are both attributes alien to most Harleys. Add this much-improved handling to the flexibility of the engine, and the result is a truly sporting entry-level Harley.
Less convincing are the Harley-Davidson-badged Dunlop tires, which will probably last forever but on the hard side for a brisk ride. Grip wasn’t an issue in the dry at least but, when you’re riding sportily, the rubber does lack outright feel. But TC and ABS come as standard should you get a little carried away.
The single Brembo stopper is just about up to the job, and there’s a nice, progressive feel to the brakes. The back brake is strong, and there’s Drag-Torque Slip Control System (DSCS), or engine-brake assist to me and you. Most of the test was on tight twists and turns meaning I didn’t get the opportunity to try the brakes from high speeds and the ABS is not lean-sensitive and is relatively basic—at times I could feel it actuating but this wasn’t alarming.
The Nightster comes with a switchable traction control system and engine-braking control system to prevent rear-wheel lockup on downshifts. None of these electronics are lean-sensitive either and, for the asking price, I was certainly expecting cornering ABS, which now comes on many smaller-capacity bikes.
In terms of comfort, the Nightster is impressive. The ride quality is pleasant despite a lack of sag in the short-travel rear suspension, and the nicely balanced riding position appeared to accommodate most of the human shapes and sizes riding on test, though a screen would be needed for serious touring—and there’s no cruise control either.
Fuel consumption is quoted at 45.8 mpg, enough for a potential range of 142 miles from the 3.1-gallon fuel tank. We didn’t get to measure the range during the test as we couldn’t visually confirm that the underseat fuel tank was full before setting out for the day. Apologies.
Verdict
We have not touched on the all-important Nightster look. Traditionalists may disagree but, up close and personal, I like the overall style and how easy it will be for owners to customize, but it’s a shame about the low quality of one or two fasteners.
This is a big step for Harley, though, particularly the fun and versatile engine, which is happy to play the easygoing role one minute and be an engaging rev-happy sportbike the next. It’s the same verdict for the handling, which is much improved over the old Sportster, and one of the best handling Harleys I’ve ridden. The fueling is average compared to the best V-twins on the market, and certainly don’t opt for the Sport mode at slow speeds. The rider aids are a welcome addition but should arguably be lean-sensitive.
The new Nightster performs in a different league to the old air-cooled Sportster range and should be a hit with new Harley customers, but at more than $13K it’s not a cheap way into this historic and iconic brand. And I’m unsure if air-cooled Harley fans will instantly warm to it.
2022 Harley-Davidson Nightster Technical Specifications and Price
PRICE
$13,499 (black)/$13,899 (color)
ENGINE
975cc, DOHC, liquid-cooled 60-degree 4-cylinder
BORE x STROKE
97.0 x 66.0mm
COMPRESSION RATIO
12.0:1
FUEL DELIVERY
Ride-by-wire fuel injection
CLUTCH
Wet, multiplate slipper
TRANSMISSION/FINAL DRIVE
6-speed/chain
FRAME
Engine used as a stress member
FRONT SUSPENSION
41mm Showa, preload adjustable; 4.5 in. travel
REAR SUSPENSION
Twin shocks, preload adjustable; 2.4 in. travel
FRONT BRAKE
4-piston caliper, 320mm disc
REAR BRAKE
1-piston floating caliper, 260mm disc
WHEELS, FRONT/REAR
Alloy cast; 19 x 2.5 in. / 16 x 4.25 in.
TIRES, FRONT/REAR
Dunlop Harley-Davidson Series Bias Blackwall; 100/90-19 / 150/80-16
RAKE/TRAIL
30.0°/5.4 in.
WHEELBASE
61.3 in.
SEAT HEIGHT
27.6 in.
FUEL CAPACITY
3.1 gal.
CURB WEIGHT
481 lb.
WARRANTY
24 months
The “entry-level” Nightster isn’t cheap; the 121 hp Sportster S is only another $2,000 more. (Amelie Mesecke & Björn Gramm/)
On the larger 1250T, both the intake and exhaust camshafts will change their timing depending on revs, but on the smaller 975T version this only occurs on the intake. (Amelie Mesecke & Björn Gramm/)
Traditional twin shocks with preload adjustment on the rear. At the front a 41mm Showa fork, again with preload adjustment only. Front suspension travel is 4.5 inches, while the rear wheel has 2.4 inches. (Amelie Mesecke & Björn Gramm/)
Economy is rated at a strong 45.8 mpg, enough for a potential range of 142 miles from the 3.1-gallon fuel tank. (Amelie Mesecke & Björn Gramm/)
Sport and Road are full power, whereas Rain knocks 15 percent off peak power. Each mode changes the power characteristics and rider aids. (Amelie Mesecke & Björn Gramm/)
In standard Road mode there’s a rev limiter that won’t allow you to blip the throttle past 2,500 rpm in neutral. So if you want to hear the engine rev, you can’t do it at a standstill unless you select a gear and hold in the clutch… (Amelie Mesecke & Björn Gramm/)
According to Harley, most of the bikes on the test were hitting 120 miles before requiring fuel, and some riders completed the 60-mile ride to lunch with 37 to 45 miles of petrol remaining—but I can’t confirm if the fuel tank was brimmed. (Amelie Mesecke & Björn Gramm/)
The dummy fuel tank (fuel is stored under the seat) is actually an airbox that allows easy customization. You can simply swap the dummy fuel tank for another color or opt for something bespoke. (Amelie Mesecke & Björn Gramm/)
As you would imagine, Harley offers a huge range of accessories including higher and lower bars, forward foot controls, a pillion seat, pegs, sissy bar, various luggage bags, and two optional screens. (Amelie Mesecke & Björn Gramm/)
There’s also a Heavy Breather intake, different exhausts, mirrors, and countless cosmetic parts—and these are just the official options from Harley… (Amelie Mesecke & Björn Gramm/)
For inspiration, <i>Instrument of Expression</i>, a short but excellent film profiling builders who have already created something very special from the base Nightster, is worth a watch. (Amelie Mesecke & Björn Gramm/)
Traction control and ABS come as standard, TC can be deactivated. Neither are lean-sensitive. (Amelie Mesecke & Björn Gramm/)
Ahead of the Red Bull Grand Prix of Spain, Marc Marquez (Repsol Honda Team) explained that Honda’s test started in FP1 on Friday morning. All things considered, it was a fantastic weekend for the eight-time World Champion in Jerez, but the work continued on Monday. The number 93 was seen testing a 2021 aero package but was mainly focusing on setup, with Marc Marquez having three bikes on his side of the garage.
Overlooking Rondout Creek in upstate New York on the 2021 Honda Trail 125, and feeling better with each passing mile. Photos by the author.
After almost 25 years of riding, I came to regard my enthusiasm for all things motorcycle as an infinite source of pleasure, but little did I know just how crucial one specific bike – a HondaTrail 125 – would be in helping me recover from the sickest point in my life.
The story begins on the morning of my scheduled Covid-19 vax in February 2021, when, as luck would have it, I awoke with flu-like symptoms. Testing revealed I was positive, so I began my mandatory two-week quarantine at home. It felt just like the flu – no big deal. But 17 days after that positive test – well after the flu symptoms had disappeared – a new wave of symptoms emerged which would change my life indefinitely.
The worst of them was extreme vertigo, an intense feeling of rapid dizziness, confusing disorientation, and a total loss of balance. Sometimes, moving half an inch in any direction would feel like falling off a tall building – my body would tense up, break out in a cold sweat, and then shake uncontrollably, which further exacerbated the vertigo. I was completely incapacitated, unable to perform even the simplest tasks autonomously.
Thus began the arduous journey back to normalcy, starting with learning how to walk again. It sounds farcical now, but walking speed was initially a challenge that took a solid week of practice to overcome. Stumbling forward at 2 mph felt more like warp speed, as my addled mind struggled to process motion like an old bogged down 386 computer. I had to stop every few feet to sustain my balance and reassure myself that, indeed, I was only walking! All the while, a persistent feeling of dizziness dominated every waking hour, punctuated by roiling headaches that could not be appeased.
Outfitted with a comfy aftermarket seat and a big top box, 12-to 14-hour days on the Trail are not uncommon for me.
These migraines were always aggravated by barometric pressure in the atmosphere, so if it rained, I was completely out of commission. The only escape was sleep. When I closed my eyes, bright bursts of a hot white color would interrupt my rest, like lightning strikes but with more pronounced durations. Any sound, no matter how faint, would immediately wake me. A strange new sensitivity to light compounded the symptoms, making any surroundings other than a soundproof, pitch-black room unbearable. It was a depressing period, to say the least.
During this early stage of the disease, I’d often stagger down to the garage to gaze at my collection of motorcycles. Each one of them triggered an avalanche of memories, beckoning me to recall better times. “Remember all the states we’ve visited together?” queried my BMW R 1200 RT. “Don’t you miss the saucy growl of my small block V-Twin?” purred my Moto Guzzi V7 Racer. “Don’t forget the winter you took me all apart and got me running again!” commanded my Yamaha YSR50.
My favorite local loops on the Trail always revolve around the Hudson River, seen here from the peaks of Bear Mountain State Park’s Perkins Memorial Drive.
In those early post-infection days, the daydreaming in the garage vacillated between a resolute desire to get back in the saddle and a bleak hopelessness that I would never recover.
Over the course of the next few months, I graduated past walking and onto running, but only in spurts. I could drive my car again, albeit slowly. Eventually I dared to ride my motorcycles for short distances, if only to get the old juices flowing once more. But riding with “long Covid” symptoms was a profound handicap. The headaches and dizziness could burst like a thunderclap in my head, ferocious and debilitating.
Close to the shore on Henry Hudson Drive. A New York state of mind!
Most worrisome was the “brain fog,” which would appear suddenly, obliterating my ability to focus on anything for more than few seconds. It happened to me once while hustling my 600-plus-pound BMW RT through a mountain sweeper, where I wound up in the opposite lane facing oncoming traffic, unsure of how I got there. Other times, I would suddenly forget the basics, like which side of the handlebars the clutch lever was on. My brain was frustratingly dysfunctional.
Adding to these mental challenges were the physical trials. I’ve been riding successive generations of BMW’s venerable RT Series for over 15 years, but I suddenly felt intimidated by the size, weight, and speed of my 2015 R 1200 RT. Low-speed maneuvering was unsteady at best, and anything quick or technical scrambled my mental processing to the point of paralysis. It was a watershed period in my life.
Venturing off-road is an entirely new experience for me, but the Trail’s light weight and forgiving nature always encourage further exploration.
It took me many years of dedicated practice to achieve some modicum of riding proficiency, and it was exceedingly difficult for me to accept that many of my abilities had vanished. Riding my full-size motorcycles – once almost the most delightful activity I could imagine – had morphed into something nerve-wracking and dangerous. I knew I wanted to keep riding, but I had to slow down until my symptoms and skills both improved.
Since taming the twisties on my large-displacement bikes was out of the question, I had to find a way to pair what little was left of my riding skills with a suitable machine that was still a motorcycle. (In my mind, riding an automatic twist-and-go scooter would have been acquiescing to defeat.) Enter Honda’s Trail 125, Big Red’s rough-and-ready retro miniMOTO. Simple, lightweight, and slower than a tranquilized sloth, it was the perfect choice for my circumstance.
Purposefully riding away from the incessant traffic and distractions of modern society, one can find peaceful bliss off the beaten path.
Through persistent searching, I nabbed one and headed off in search of slow lanes through local hamlets and forests. It was here, on these solitary explorations, that the Trail began to nurse me back to health.
Regardless of our diverse backgrounds and brand preferences, we all recognize the therapeutic value that motorcycles provide. Some refer to what the late psychologist Mihaly Csikszentmihalyi famously termed “flow,” or the mental state in which a person is fully immersed in the moment, completely focused and free from all discursive thoughts. The late Rush drummer Neil Peart described the feeling of moto-motion as a subconscious reminder of a mother gently rocking her baby. Every one of us who has swung a leg over the saddle has our own individual reasons why two-wheeled moving mediation therapy just plain works.
My maiden voyage on the Trail in August 2021, which also marks the first time I ever embarked on a mostly off-road route.
So it was for me on the Trail, ambling down rutted paths in the woods, scooting along serpentine bicycle paths, and focusing only on the basic rudiments of discovering how to ride again. Like relearning to walk, it was initially frustrating, but the diminutive Honda’s mellow personality encouraged me to just keep trying anyway. Wherever we were, it beckoned me to keep pushing: “Let’s go! Just a little further!”
It’s difficult to describe the character of an inanimate object, but the Trail never judged me for my mistakes the way my big bikes seem to do. We started out on local 40- to 50-mile loops, but before long, we were ripping through nearby states for 300- to 400-mile weekends. I felt like a real rider again, enthusiastically kicking the semi-automatic transmission through its four gears and unleashing all eight of the miniscule thumper’s stampeding horses as we bombed down the backroads.
Accessorizing the Trail to spruce up the appearance and add healthy doses of functionality, comfort, and storage cemented the bond between man and machine.
Granted, all this action was despairingly slow by objective standards – but it was engaging in the way that only a real motorcycle can be. This continuous engagement is what rebuilt my ability to focus on a singular task for prolonged periods of time – the very foundation of riding well. Thanks to the eager Trail, I was still in the game, still moving forward, and gradually building my confidence back up. According to the GPS, I never exceeded 59 mph on the modest Honda, but in terms of fun, I might as well have been leading the pack around the Isle of Man TT!
Encouraged by the progress, I outfitted my Trail with accoutrements to increase functionality and add some flair to its spartan workhorse aesthetic. A cavernous Givi 58-liter top case provides ample storage, while a cushy aftermarket seat, a wireless phone charger, auxiliary LED lighting, an Opmid gauge cluster, and toasty Koso Apollo heated grips make for a more comfortable traveling experience.
Molding this Trail as uniquely my own cemented the bond between man and machine almost as much as our rides themselves did. Ultimately, I’m certain I wouldn’t have recovered so far, so fast, without this bright red miniMOTO as a willing partner.
Today, I accept that Covid-19 has impaired me, perhaps permanently. My innate senses, mental processing, and physical reaction times still aren’t what they used to be, but I’m confident that over time they can be restored. Indeed, these days I find myself mixing in more rides on my full-sized motorcycles as I relearn how to pilot them competently again.
In the meantime, I want to sincerely thank Honda for imbuing this spunky little Trail with character – one that brings all the essential healing joys of wind therapy to the beginner and expert alike, even if it is in the slow lane.
Yamaha’s 2022 YZ125 is proof that there is still life in the 125cc two-stroke yet. This is the YZ125’s first overhaul in more than 15 years. (Yamaha/)
Ups
Totally redesigned engine with more midrange to top-end power
Refreshed and modern styling
Updated suspension and brakes
Downs
Missing the ring-a-ding sound bouncing off stadium bleachers
Better relearn how to change jets and set your needle!
Not always someone else to play with
Verdict
Yamaha didn’t just polish the old YZ125 by throwing on updated bodywork, even if that’s been the more common approach in recent years. In fact, the 2022 YZ125 is Yamaha’s first all-new 125cc motocrosser in 15 years.
Not only did Yamaha go to work on the engine, but it updated the suspension, ergonomics, brakes, and improved fueling and intake efficiency. If you’re trying to get more bang for your buck, it undercuts the European competition’s prices by almost a grand at $6,899, making the 2022 YZ125 a great option for two-stroke fans looking for a bike that’s modern, fun, and budget friendly.
Despite receiving a slew of updates, the 2022 YZ125 costs just $300 more than the 2021 model. Suggested retail price is $6,899. (Mason Owens/)
Overview
Young racers moving up through the amateur motocross ranks are still commonly raised and honed on two-strokes. At that level, like in the past, the perfect intermediate-sized machine is still a lightweight 125cc two-stroke that undercuts a 250 four-stroke by at least 25 pounds, has more forgiving power, teaches clutch control and technique, and is way less expensive to maintain.
The fact that Yamaha totally redesigned not only the engine in the YZ125, but modernized the bike in general proves that Yamaha agrees with that assessment and is focused on the future of motocross. Although the 125 class has evaporated from memory on the national level in Supercross and outdoor motocross, consumers obviously still have a place in their hearts for two-strokes in general. It’s nice to see Yamaha remains committed to them.
The 2022 YZ125’s increased power is noticeable on the track, and makes this latest two-stroke more forgiving when, especially if you are in the wrong gear. (Yamaha/)
Updates for 2022
Yamaha’s YZ125 gets a brand-new engine that delivers better midrange to top-end power. Improved fueling is provided by a new Keihin PWK38S carburetor in place of the 2021 model’s Mikuni, while a Moto Tassinari VForce4R reed valve system is now standard. Feeding that new fueling system is a revised intake with a straight shot into the intake tract.
Chassis improvements include revised suspension front and rear. The 48mm inverted KYB fork gets a leaf spring in the mid-speed valve for better damping, while an updated fully adjustable KYB shock with Kashima coated internals and separate high- and low-speed compression adjusters tames the rear.
The front brake boasts 30 percent more pad-contact area via a redesigned 270mm disc and more aggressive pad material. The rear disc has been reduced in diameter from 245 to 240mm, while retaining the same performance.
A flatter seat and narrower fuel tank design, together with reshaped bodywork and and updated radiator shrouds improve the rider’s interaction with the bike, while the styling and embedded graphics are modern and aggressive in appearance. The embedded graphics are more resistant to wear and tear too.
The 2022 YZ125’s silencer is 2 inches shorter and features a 6mm-longer outlet ring, while the expansion chamber has a narrower profile. (Mason Owens/)
Pricing and Variants
Keeping it simple, there are two colors and no options. The Team Yamaha Blue version comes in at $6,899, while the Monster Energy Yamaha Racing Edition is priced at $7,099.
Competition
Back in the day, we could have filled a box truck with all the competitors vying for 125cc two-stroke supremacy. But times have changed and the field has been whittled down to a pickup truck bed’s worth of adversaries, and they’re all European. The KTM group has three models all branded and spec’d slightly different: the KTM 125 SX, Husqvarna TC 125, and GasGas MC 125. Wander a bit further south and you’ll find the Italian TM MX 125 2T, and that’s just about it kids.
The suspension updates and bodywork encourage better riding form as the new platform makes it easier to stay on top of the bike than its predecessor. (Mason Owens/)
Powertrain: Engine, Transmission, and Performance
As mentioned, the 125cc two-stroke has been completely redesigned for stronger acceleration from mid-to-top as well as longer pulling power.
New cases house redesigned transmission gears, updated shifting mechanisms, and a high-inertia crankshaft assembly with an 8mm-longer connecting rod. There’s a new cylinder with relocated stud positions, increased port size and different shape, larger exhaust port, coupled with lower and wider transfer ports as well as a single rear transfer port. The head has improved combustion efficiency with an increase in volume and redesigned combustion chamber shape, while the new expansion chamber and 50mm (2.0-inch) shorter silencer provides a tone unlike any other YZ125. In short, almost nothing overlaps or interchanges with 2021 and prior machines engine-wise.
In its test aboard the 2022 YZ125, Dirt Rider wrote, “The new bike has better gear spacing, runs more cleanly, and feels more like a traditional 125cc powerplant. The newfound midrange to top-end power will be an eye-opener for longtime YZ125 fans.
“If there’s one downside to the 2022′s performance updates, it would be that the previous generation’s lower overall output and more manageable bottom-to-mid transition was more suitable for true beginner riders. However, most consumers will appreciate the 2022 model’s more competitive nature and recognize the performance updates as more than positive.”
Yamaha did a phenomenal job developing the 2022 YZ125 suspension. Front to rear balance is good, and helps keep the bike stable at speed yet turning predictably. (Mason Owens/)
Handling
The YZ125′s low, 209-pound claimed wet weight and nimble handling are a huge benefit on the track. In fact, it feels like you can cheat the track by carving really hard inside and outside of existing lines. “Simply put, riders can go where they want when they want on the YZ125,” Dirt Rider said.
Yamaha has been a class leader for years in the suspension department, and 2022 isn’t any different. The Dirt Rider staff added, “The KYB suspenders work even better than before, and shared componentry between the two-stroke and four-stroke models means that suspension tuners can now cross-reference settings to better suit more riders. The new machine has firmer settings, allowing an even wider audience to hop on, set sag, and go ride. In fact, the stiffer setup performed flawlessly for a handful of our test riders, even though we vary in weight from 145 to 185 pounds. There’s more balance than before, and the new bodywork further enhances the bike’s super-connected feeling between rider and track.”
Brakes
Yamaha spec’d the 2022 YZ125′s brakes from the updated 2020 four-stroke line, and they perform flawlessly. The front has improved feel and actuation thanks to increased caliper rigidity, bigger pistons, and new pads. The rear is less prone to locking up with a 5mm reduction in rotor diameter and an optimized disc profile.
Given that these are the same brakes used on Yamaha’s YZ250, YZ250F, and YZ450F, you can imagine how well they feel on the lightweight YZ125 platform.
Fuel Economy and Real-World MPG
This is a question that no motocross racer running $20-a-gallon race gas has ever asked, right?
The YZ125’s lightweight feel helps with quick change-ups in line choice and even avoiding contact with other riders. (Mason Owens/)
Ergonomics: Comfort and Utility
“The ergonomics are the best they’ve ever been, and it’s one of the first aspects of the new machine that inspires confidence right from the get-go,” the Dirt Rider staff said after their first day aboard the 2022 YZ125. “The seat is flatter, the radiator shroud connection thinner, and the overall feel more modern than ever,” they added.
Electronics
Depends on your point of view, but part of the charm of a traditional carbureted two-stroke is that it’s almost totally analog except for the Digital CDI ignition. The only modes are WFO or stuck in a rut. That’s part of the fun when riding a YZ125.
The YZ125 Monster Energy Yamaha Racing Edition adds style and a few extra dollars to the YZ125 price tag. MSRP for the Monster Energy Edition model is $7,099. (Yamaha/)
Warranty and Maintenance Coverage
As this is a competition machine, Yamaha offers a 30-day limited factory warranty.
Quality
Have you seen how many Japanese motocross bikes are still kicking around? After Armageddon, the roaches will be roosting on YZ125s.
2022 Yamaha YZ125 Claimed Specifications
MSRP:
$6,899 (Team Yamaha Blue)/$7,099 (Monster Energy Yamaha Racing Edition)
Engine:
125cc, liquid-cooled, two-stroke single-cylinder
Bore x Stroke:
54.0 x 54.5mm
Transmission/Final Drive:
6-speed/chain
Fuel Delivery:
Keihin PWK 38S 38mm carburetor
Clutch:
Wet, multiplate; cable operation
Engine Management/Ignition:
Digital CDI system
Frame:
Aluminum semi-double cradle
Front Suspension:
KYB Speed Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 11.8 in. travel
Rear Suspension:
KYB shock, spring preload, high/low-speed compression damping, and rebound damping adjustable; 12.4 in. travel
