The rookie grabs his first Grand Prix pole position by a margin of just one hundredth of a second
Red Bull KTM Ajo rookie Daniel Holgado has his first pole position in the Moto3™ World Championship after qualifying fastest for the CryptoDATA Motorrad Grand Prix von Österreich. The Spaniard was already set to start from the front row when he clocked a 1:41.234 with the chequered flag out on Q2 at the Red Bull Ring – Spielberg, beating Ayumu Sasaki (Sterilgarda Husqvarna Max) by 0.010 seconds. Joining them at the head of the grid will be Deniz Öncü (Red Bull KTM Tech3), while World Championship leader Sergio Garcia (AutoSolar GASGAS Aspar Team) is set to get away from the fourth row.
How pole was decided
Dennis Foggia (Leopard Racing) set the fastest initial flyer in Q2, a 1:41.632, but Sasaki was top once the first runs were done on a 1:41.244 which had him more than three tenths of a second up on the field. When the riders headed back out for their second runs, Holgado moved to second with a 1:41.410 just before the chequered flag, then Öncü set a 1:41.379 on his final lap.
Holgado, however, managed to find almost another two tenths of a second to not only get himself back ahead of Öncü, but also knock Sasaki off pole position. Still, the Japanese rider is set to start from second position and it will be especially important for him to get a good start when lights go out on Sunday morning, given he is to serve a double Long Lap Penalty for irresponsible riding back at the British Grand Prix.
A challenge for the GASGAS Aspar duo
Heading up the second row will be Riccardo Rossi (SIC58 Squadra Corse), who clocked a 1:41.506 with the chequered flag out. Foggia claimed sixth having improved to a 1:41.588 early on his second run, and he will have Diogo Moreira (MT Helmets – MSI) starting on his outside given the Silverstone pole-sitter went as quick as a 1:41.627 in Q2 in the hills of Spielberg.
Tatsuki Suzuki (Leopard Racing) had to go the long way after missing the top 14 in the three Free Practice sessions, but the Japanese rider comfortably progressed from Q1 and eventually earnt seventh on the grid courtesy of a 1:41.638. Izan Guevara, who is just three points behind AutoSolar GASGAS Aspar Team team-mate Garcia in the World Championship, claimed eighth on a 1:41.642, and Kaito Toba (CIP Green Power) was marginally slower in ninth.
Stefano Nepa (Angeluss MTA Team) rounded out the top 10, while Garcia had lifted himself as high as sixth on a 1:41.772 with the chequers flying, only to be shuffled back to 11th all-told. Jaume Masia (Red Bull KTM Ajo) had a spill at Turn 3 halfway through the second stanza of qualifying but remounted and would be classified 12th.
Late movers in Q1
The rest of the Q2 results was Joel Kelso (CIP Green Power) in 13th, from Andrea Migno (Rivacold Snipers Team), Ryusei Yamanaka (MT Helmets – MSI), David Muñoz (BOE Motorsports), Scott Ogden (VisionTrack Racing Team), and John McPhee (Sterilgarda Husqvarna Max). On his return from injury, Kelso had managed to escape Q1 at the last moment, as did Migno, meaning they bumped Ivan Ortola (Angeluss MTA Team) and Taiyo Furusato (Honda Team Asia) back to 19th and 20th on the grid, respectively.
Can Holgado convert his first pole into his first podium, and maybe even his first win? After Warm Up on Sunday at 09:00 (GMT +2), it’s lights out at the Red Bull Ring at 11:00!
The FIM, IRTA, MSMA and Dorna Sports can now announce a new Sporting Format to be introduced for the FIM MotoGP™ World Championship from 2023. Sprint races will be introduced at all Grands Prix, creating an exciting, action-packed programme for fans on every day of a MotoGP™ race weekend and maintaining a consistent format across the calendar.
“I mean, there is a bit of confusion out there I think in the press, and different things are said,” commented Beirer. “Because, I had a really honest and even nice and friendly talk between Raul, myself, and his manager. That was in Jerez, so in Jerez, he informed us that he will leave. So, since there, it’s just a formal way to find the close and how we stop it, but actually from Jerez, he is free to talk to other teams.
As summer begins to wind down, the motorcycle industry is spooling up with 2023 motorcycle announcements. Alongside the Ninja 400 and Z400, the Versys-X 300 is the third motorcycle in Kawasaki’s lineup that’s designed specifically for new riders. The Versys-X brings its A-game in new paint for the 2023 model year.
Kawasaki’s small adventure-tourer returns for more two-wheeled trips. (Kawasaki/)
The 296cc parallel twin is mated to a six-speed transmission with an assist and slipper clutch for the kind of usability that welcomes beginners. We’re eagerly awaiting the replacement of the Ninja 300–derived engine with the engaging 399cc unit used in the current Ninja and Z models, but it looks like we will have to wait yet another year.
Riders can sit in upright comfort behind a nice wind-deflecting shield. (Kawasaki/)
The 32 hp, liquid-cooled powerplant is rigidly mounted in the frame, per standard Kawasaki practice, with a telescopic fork and Uni-Trak suspension to smooth out the bumps. Suspension travel is good for 5.1 inches up front and 5.8 inches at the rear. The Versys-X rolls on 19- and 17-inch spoked aluminum rims and stops with two-piston calipers acting on 290mm/220mm discs.
A 17-liter hard saddlebag set, hand guards, and auxiliary lighting kit are optional accessories for the Versys. (Kawasaki/)
To ensure comfortable touring or commuting, the Versys situates the rider in an upright and relaxed riding position, and its one-piece seat is roomy enough for two. Wind is deflected by a standard, nonadjustable windscreen. If riders want to improve comfort, there are optional add-ons, such as a tall seat and hand guards. On the utility front there are auxiliary lights, engine guard, centerstand, and luggage options available from Kawasaki’s accessory catalog.
The 296cc twin makes the Versys-X an easy-going commuter. (Kawasaki/)
Kawasaki has updated the Versys-X 300′s looks with a new Pearl Matte Sage Green/Metallic Matte Carbon Gray color combination and revised graphics. The 2023 model is available with or without ABS at $6,199 and $5,899 respectively.
The Versys-X 300 will retail for $5,899 (without ABS) or $6,199 (with ABS). Both come in the new color. (Kawasaki/)
The Zinia GASGAS Aspar Team’s Jake Dixon has set the fastest Moto2™ lap of the weekend so far after FP3 at the CryptoDATA Motorrad Grand Prix von Österreich. Six different riders held top spot during the final eight minutes of the session, but it was Dixon who went quickest of all with a 1:34.016 around the Red Bull Ring – Spielberg. Ai Ogura (Idemitsu Honda Team Asia) was among those six and while he could not reclaim the ascendancy with his final laps, the man who is second in the title race closed to just 0.005 seconds off the pace set by the Briton. Third went to Albert Arenas, who set a 1:34.097 on the other Zinia GASGAS Aspar Team entry, with Lorenzo Dalla Porta (Italtrans Racing Team), World Championship leader Augusto Fernandez (Red Bull KTM Ajo), and Somkiat Chantra (Idemitsu Honda Team Asia) rounding out a top six covered by only 0.172 seconds.
The Aprilia star finishes 11th in FP3 and will have to go through Q1 at the Red Bull Ring
Friday pacesetter Johann Zarco (Prima Pramac Racing) heads into qualifying at the CryptoDATA Motorrad Grand Prix von Österreich holding a 0.153s advantage over reigning World Champion Fabio Quartararo (Monster Energy Yamaha MotoGP™) as the Frenchman locked out the top two positions in FP3, with Jack Miller (Ducati Lenovo Team) finishing P3. However, the big news is Aleix Espargaro (Aprilia Racing) missing out on a top 10, the man second in the title chase will have to come through Q1 later.
Aleix Espargaro misses the Q2 cut
With the wet weather holding off there were some early improvers, the main one being Miguel Oliveira (Red Bull KTM Factory Racing) as he moved up to P12 after his late crash in FP2 – just 0.327s splitting the fastest 12 riders. Luca Marini (Mooney VR46 Racing Team), Aprilia Racing wildcard Lorenzo Savadori and Remy Gardner (Tech3 KTM Factory Racing) were three early fallers, thankfully all riders were ok.
With 24 minutes to go, Oliveira rocketed to P2 to get within 0.006s of Johann Zarco’s (Prima Pramac Racing) Friday table-topping effort and in doing so shoved teammate Brad Binder outside the top 10. Joan Mir (Team Suzuki Ecstar) then went P1 with a 1:29.811 as things started getting busy at the Red Bull Ring, with riders’ focus turning from race pace to time attack.
By the time there were 13 minutes left on the clock, Miller was the pacesetter with eight riders sitting within a tenth of each other. That didn’t last long though as Enea Bastianini (Gresini Racing MotoGP™) went fastest by a couple of tenths, before Maverick Viñales (Aprilia Racing) set a lap good enough for second. Aleix Espargaro, however, was struggling. And at Turn 2B, Espargaro suffered an identical crash to Savadori, meaning with 11 minutes left the Spaniard was P14 and needed to hop on his second bike to find a lap good enough for the top 10.
Briefly, Quartararo found himself outside the top 10 but a classy lap saw the World Championship leader rise to P1, beating Miller’s effort by 0.012s. Meanwhile, his closest rival Aleix Espargaro had slipped to P18. After a couple of laps getting heat in the tyre, Espargaro did climb into the top 10 but within a matter of seconds, he was back out again and after running wide at the penultimate corner, his session was over.
The top 10 and automatic Q2 qualifiers
Zarco’s last flying lap saw him leapfrog Quartararo to finish FP3 as the fastest rider on track, as Quartararo acts as the solo non-Ducati rider inside the top six. Jorge Martin (Prima Pramac Racing) claimed P4 ahead of Francesco Bagnaia (Ducati Lenovo Team) and Bastianini, with Alex Rins (Team Suzuki Ecstar) safely into Q2 in P7. Brad Binder (Red Bull KTM Factory Racing), Viñales and Mir are the other automatic Q2 qualifiers as Espargaro misses out by just 0.002s in P11.
Qualifying at 14:10 is simply unmissable in Austria – tune in!
Top 10 combined: 1. Johann Zarco (Prima Pramac Racing) – 1:28.964 2. Fabio Quartararo (Monster Energy Yamaha MotoGP™) + 0.153 3. Jack Miller (Ducati Lenovo Team) + 0.316 4. Jorge Martin (Prima Pramac Racing) + 0.360 5. Francesco Bagnaia (Ducati Lenovo Team) + 0.413 6. Enea Bastianini (Gresini Racing MotoGP™) + 0.493 7. Alex Rins (Team Suzuki Ecstar) + 0.509 8. Brad Binder (Red Bull KTM Factory Racing) + 0.557 9. Maverick Viñales (Aprilia Racing) + 0.559 10. Joan Mir (Team Suzuki Ecstar) + 0.574
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Just 0.026 seconds made the difference at the end of FP3 in Austria
Red Bull KTM Tech3’s Deniz Öncü has booked his place in Moto3™ Q2 at the CryptoDATA Motorrad Grand Prix von Österreich with the fastest lap of FP3. The Turkish rider clocked a 1:41.285 in the final time attack phase of the session at the Red Bull Ring – Spielberg as overcame the likes of Ayumu Sasaki (Sterilgarda Husqvarna Max) and Izan Guevara (AutoSolar GASGAS Aspar Team) in the battle for Saturday morning honours. Sasaki had gone quicker, but the lap in question would not count due to a breach of track limits and he officially missed out on top spot by just 0.026 seconds.
How FP3 was decided
With the threat of rain holding off, the riders who had not been able to get into the combined top 14 on Friday had another chance to try and earn a bye past Q1. However, it took more than 10 minutes for there to be any change to top 14 and when there was, it was Sasaki creeping up the order. He eventually reset the fastest lap of the weekend in setting a 1:41.311 just past the half-hour mark, as the rest were coming out for the final runs, before Öncü took over top spot with less than four minutes remaining.
Sasaki set a 1:40.965 with the chequered flag out and while the time was scrubbed off, he would be classified second anyway, and therefore safely into Q2. Guevara and fellow AutoSolar GASGAS Aspar Team rider Sergio Garcia initially looked in some danger of missing the cut but would eventually do enough to take third and fifth respectively, with lap times of 1:41.442 and 1:41.717. Splitting the top two in the World Championship is another of the title contenders, with Dennis Foggia (Leopard Racing) fourth on a late 1:41.673.
Who else made Q2, and who missed out?
Sixth through 10th all-told were Diogo Moreira (MT Helmets – MSI), John McPhee (Sterilgarda Husqvarna Max), Stefano Nepa (Angeluss MTA Team), Daniel Holgado (Red Bull KTM Ajo), and Kaito Toba (CIP Green Power). Jaume Masia (Red Bull KTM Ajo) earned 11th despite a crash at the Turn 2b section of the new chicane with five minutes to go, with the rest of the all-important top 14 being Riccardo Rossi (SIC58 Squadra Corse), David Muñoz (BOE Motorsports), and Scott Ogden (BOE Motorsports).
Ryusei Yamanaka (MT Helmets – MSI) was 0.015 seconds slower in 15th position, and Tatsuki Suzuki was another notable to miss out. The Leopard Racing rider failing to improve on his FP2 time after a crash at Turn 3 and was shuffled back to 16th on combined times by the end of FP3. FP1 pace-setter Andre Migno (Rivacold Snipers Team) is also going into Q1 after finishing 18th-fastest overall.
Öncü claimed pole at the Red Bull Ring in last year’s Styrian GP; can he do it again this weekend? Q1 starts later on Saturday at 12:35 (GMT +2).
We got a first ride on the all-new Ducati DesertX in the Rocky Mountains of Colorado. Photos by Gregor Halenda and Scott Rounds.
Ducati knows how to build sportbikes and superbikes. The Italian manufacturer claimed 14 World Superbike championships between 1990 and 2011, and it has finished in the top three in MotoGP every year since it began competing in the premier class in 2003, including two championships. A lot of this racing experience transfers well onto the company’s streetbikes, and even its Multistrada models, which handle more like sportbikes than adventure bikes when ridden hard on pavement.
Enter the Ducati DesertX, the newest machine to leave the factory in Borgo Panigale, with a seemingly heavy penchant for unpaved surfaces. Styling-wise, the DesertX looks like it’s ready to tackle the Dakar Rally with a rally-inspired fairing, long-travel suspension, and off-road friendly wheel sizes.
At the bike’s North American launch held just outside Aspen, Colorado, Ducati reps admitted during the technical presentation that this machine took the company out of its comfort zone. Despite this declaration, Ducati has some off-roading lineage. Back in 1990, Italian rider Edi Orioli won the grueling Paris-Dakar rally aboard a Cagiva Elefant, a feat he repeated in 1994. Ducati was under Cagiva Group’s ownership from 1985 to 1996, and the Elefant was powered by a 900cc Ducati V-Twin.
A concept of the DesertX was first shown at EICMA in 2019, and it was met with a wave of enthusiasm. This prompted Ducati to pursue its development, and although the concept bike was based on a Scrambler 1100, the DesertX is almost entirely new from the ground up. Its engine is based on the Monster’s liquid-cooled 937cc Testastretta V-Twin, not on the Scrambler’s air-cooled 1,079cc mill.
It’s the same engine you’ll find in the Hypermotard, Multistrada V2, and Supersport, though it has been reworked for use in the DesertX. It claims 110 hp and 68 lb-ft of torque, and changes include dedicated ride and power modes. Gearing is shorter from 1st to 5th (6th was left unchanged for highway riding), with the lowest gears made especially short to handle tight off-road sections: 1st is 14% shorter and 2nd is 9% shorter than on the Multistrada V2. Valve-adjustment intervals are set at 18,000 miles.
The DesertX is the first modern Ducati to roll on a 21-inch front and 18-inch rear wheel combo, and the rims are cross-spoked and tubeless. This, of course, works better over rough terrain than other wheel combinations, and it offers a better selection of off-road tires. The Pirelli Scorpion Rally STR tires on the DesertX provide great traction on hard-packed and moderately soft dirt, as well as surprisingly tenacious, vibration-free grip on pavement. From previous experience with these tires, though, they’re not very good in sand and mud, but there are other options for that. You can opt for the aggressively treaded Scorpion Rally for more extreme off-road excursions or for the more street-oriented Scorpion Trail II tires, both of which are approved for the DesertX.
The DesertX is built on a steel trellis frame, with fully adjustable suspension by Kayaba that includes a 46mm inverted fork and a single shock with a remote preload knob located on the right side of the bike just below the seat. Suspension travel is ample, with 9 inches up front and 8.7 inches out back. The tall suspension provides abundant ground clearance, with 9.8 inches of space between the skid plate and terra firma.
Fuel capacity is 5.5 gallons, and a 2.1-gallon auxiliary tank ($1,500) is available. The optional tank is rear-mounted, and it feeds the main tank via a switch. When the fuel level in the main tank drops low enough to accept the additional 2.1 gallons, the rider is prompted to switch on the auxiliary tank through the instrument panel, and the extra fuel is then pumped into the main tank.
Out On the X
The DesertX proved itself more than capable of handling serious off-road excursions during our 85-mile test loop, of which about 85% was unpaved, and a good portion of that was rough, rocky, and in places quite steep. Our hosts had accessorized our test bikes, firstly to showcase a few of the goodies available from Ducati but also to help protect the bikes from damage that might be suffered over challenging terrain. Accessories included crash bars ($700), a larger skid plate ($500, mounted solidly to the frame via brackets rather than to the engine cases), and a Termignoni muffler, among a few other items.
Standard seat height is 34.4 inches, with an optional low seat ($308) dropping that to 34.1 inches. If you require an even easier reach to the ground, you can further drop the perch to 33.3 inches by combining the low seat with a lowering kit, which includes fork and shock springs and a shorter sidestand ($300). A taller seat is also available that raises height to 34.6 inches.
At 6 feet tall, I could get one foot flat on the ground and the other on my toes with the standard seat, which is narrow at the front to ease reach to the ground and widens considerably at the rear to give broad support. Unfortunately, I cannot comment on its long-term comfort since most of the day was spent standing on the footpegs off-road. The fairing protects your torso from most of the windblast, though the optional taller touring windscreen ($230) would probably be a good investment for longer highway stints.
The 5-inch TFT instrument display is mounted vertically, which is said to facilitate reading it while standing up, while also providing a better display when using the optional Bluetooth-enabled turn-by-turn navigation through your phone. Lean-sensitive ABS and traction control, wheelie control, adjustable engine braking, cruise control, and a quickshifter are all standard. The DesertX has four road modes (Sport, Touring, Urban, and Wet) and two off-road modes (Enduro and Rally), as well as four power levels, all selectable via the instrument panel. Enduro mode limits output to 75 hp, sets throttle response to dynamic, shuts off wheelie control, and reduces ABS intervention to level 2 (out of 3, rear ABS disabled) and traction control to level 3 (of 8).
Within minutes after turning off the pavement, the DesertX asserted itself more as a proper dual-sport machine rather than a ponderous adventure bike. My preferred off-road setting was Rally, which drops ABS intervention to minimum (still off at the rear) and traction control to level 2, though even this setting wasn’t ideal for a fast pace. Fortunately, all six ride modes are individually customizable, so I turned traction control off and selected the softer throttle setting than the standard dynamic setting.
My only gripe with the ride modes is how they are selected. You must hold down the mode button on the left-hand switch assembly for a couple of seconds to prompt the mode selection menu on the instrument panel and then scroll to the desired mode, hit the mode button again, and shut the throttle to confirm your selected mode. With practice it can be done in a matter of seconds while riding, but it’s a distracting and tedious process that could be simplified. On the bright side, the bike retains its selected ride modes anytime the ignition switch is turned off and on again.
With this tailored Rally setting selected, the rear end slid at will to ease cornering on dirt, and the front wheel lifted effortlessly to clear obstacles. With elbows up and in attack mode, the DesertX ate up all the rocks, bumps, and ruts that passed beneath its wheels without flinching. It kept a solid, unwavering line, and easily steered around anything I didn’t want to hit. It truly feels like a much lighter bike at speed than its claimed 492 lb wet weight would suggest. The front end feels solid, and the bike never shook its head, even after the front wheel got pounded by successive bumps at speed. The bike is equipped with a steering damper, so the stability isn’t surprising.
The suspension, which had been adjusted for my 220 pounds fully dressed, soaked up big dips and bumps without bottoming – and with dirtbike-like plushness. I did end up bumping up the rebound damping a couple of clicks at both ends since the fork had topped out with a knock a couple of times as the wheel lifted off a few jumps and the rear wallowed a bit when negotiating tight turning transitions. The bike behaved ideally after that.
The DesertX really impressed, however, on a long, steep, rocky climb up a switchback-riddled trail that brought us to the top of a ski hill at an elevation of more than 11,300 feet. This is where the shorter gearing became an asset, especially the bottom two gears. Admittedly, the gap between 1st and 2nd is a bit wide, prompting frequent gear changes when slowing for corner entry, but the bike’s quickshifter made this effortless.
On pavement, the DesertX behaved as a Ducati should. At a modestly quick pace it railed through sweeping turns with confidence-inspiring stability. Its tall suspension does make turning transitions ponderous, as it’s a long way up and then back down into a lean again. And it prefers a deliberate, calculated approach to cornering rather than a point-and-shoot sportbike style. This is due to its 21-inch front wheel and the long suspension travel – nail the twin M50 Brembos hard at corner entry and that long travel gets soaked up quickly. Overall, though, it will easily keep pace with sportbikes, especially if the pavement gets rough.
What’s the Verdict?
While the Ducati DesertX falls into the adventure-touring category due to its engine displacement, it really handles more like a big dual-sport machine off-road. It’s a serious off-roader that can be ridden hard by an expert or more modestly and easily by someone with less experience. It wavers into KTM 890 Adventure R, Husqvarna Norden 901, and Honda Africa Twin territory, which is an unusual place to be for the Italian maker of sportbikes. However, it can easily hold up performance-wise to those bikes both on and off the road and possibly exceed their performance, though only a head-to-head comparison can determine that.
It is pricey, however, retailing for $17,095. The KTM retails for $14,599, the Husky for $13,999, and the Honda for $14,449. That might make the choice a difficult one, but one thing is for sure, while Ducati might be fairly new to this off-road business, the DesertX will not disappoint, especially if you use it as it was designed to be used – off the pavement and on the gas.
2022 Ducati DesertX Specs
Base Price: $17,095 Price as Tested: $19,795 Website:Ducati.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 4 valves per cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Horsepower: 110 hp @ 9,250 rpm (claimed, at the crank) Torque: 68 lb-ft @ 6,500 rpm (claimed, at the crank) Transmission: 6-speed, cable-actuated wet slip/assist clutch Final Drive: Chain Wheelbase: 63.3 in. Rake/Trail: 27.6 degrees/4.8 in. Seat Height: 34.4 in. Wet Weight: 492 lb Fuel Capacity: 5.5 gals.
Most motorcycle jackets are designed with one core philosophy — to protect the rider in the event of an accident. Everything else, like comfort or weather protection, is secondary. In this pursuit of safety, motorcycle jackets also lose a little bit of their style quotient and practicality. When’s the last time you saw someone wear an armored motorcycle jacket on a casual night out? Yup, probably never.
However, most riders would conclude that trading in style and everyday, casual wearability for protection is undoubtedly worth it. That said, we’re sure some of you out there are looking for form over function — perhaps, for a short ride around town — so we’ve put together this list of five stylish motorcycle jackets.
There’s one for every kind of rider on this list, from something that will look perfect with your retro cafe racer to a jacket you can wear just as confidently on and off the motorcycle.
The Difference Between a Style Jacket and an Armored Jacket
Before we proceed any further, we want to reiterate that the jackets on this list cannot be considered a replacement for a genuine motorcycle jacket. Armored jackets from brands like Dainese, Alpinestars, or Klim go through a comprehensive R&D process and rigorous testing before they make their way into the market.
So what’s the difference? Bona fide motorcycle jackets frequently use multiple layers and materials to offer the best possible impact and abrasion resistance. Other factors include fabric thickness, burst resistance, stitching location, and even down to the type of fasteners use.
A style-oriented jacket, on the other hand, while better than wearing no jacket, will not provide the same level of safety.
It makes sense to always be as safe as possible when you’re on a motorcycle, and that’s why the ‘ATGATT’ acronym is so popular in the motorcycling community. ‘All The Gear All The Time’ may not be the most practical approach, but it’s definitely the safest.
The jackets we’ve compiled for this list aren’t entirely devoid of protection and come with (or have the option to add) some basic armor.
Urban Style Jacket
Leather Skin Shop Black Moto Jacket
Leather Skin Shop is an independent company based out of Oregon, committed to producing premium leather goods with style and an affordable price. If you’re looking for a leather jacket to cruise in this season, Leather Skin Shop offers a variety of leather motorcycle-style jackets, including hooded and cafe-racer-styled selections.
Of all the options they offer, we’re most impressed with the Black Moto Jacket. Made from high-quality cowhide, the Black Moto Jacket is put together by hand with exquisite attention to detail.
The jacket also features stretch panels along the outer chest and sleeves, making for a comfortable fit. It has shoulder and elbow armor on the jacket but is important to note that it has not received a safety rating on its product page. It’s a great looking jacket if you’re looking to emphasize style over function.
The Black Moto Jacket is made in various sizes, from XS to 5XL, so you will definitely find one that fits you just right. Still, if you’re looking for something more bespoke, they can also customize your leather jacket in various colors, embroidery, and more.
First Manufacturing Co. has been around since 1987 and has built quite a name for itself by specializing in leather apparel. Their portfolio comprises everything you’d expect from an established apparel manufacturer, from belts and gloves to vests and jackets. This Top Performer Jacket is one of the company’s more popular offerings and is an excellent option if you ride a cafe racer.
The full-leather jacket has a timeless look, sporting a generous American cut and a single-snap mandarin collar. Thanks to two vented chest pockets and zipper vents on the sleeves, you should be comfortable even on a hot summer’s day. While it doesn’t come with any armor, First Manufacturing has equipped the jacket with pockets that can accommodate CE-rated armor. The jacket also features padding on the shoulders, elbow, and kidney area.
Cruiser Style Jacket
Roland Sands Ronin Leather Jacket
Roland Sands Design is an American company spearheaded by championship-winning GP rider turned bike builder Roland Sands. The firm specializes in custom hardware for Harley-Davidson, BMW, and Indian Motorcycles but also sells an extensive range of apparel.
Of the many jackets the brand has on sale, we recommend the Ronin because it perfectly blends everyday functionality with impeccable styling. RSD says the Ronin is “Versatile and stylish both on and off the bike, it’s the jacket you wear for a night out even when you don’t bring your bike along,” and we definitely agree.
The Ronin is made from 0.9mm — 1.1mm hand-finished leather, offering abrasion resistance, with pre-curved sleeves and pockets for RSD x Forcefield armor. Other features include perforated leather interior trims and sleeves, a snap collar, and multiple pockets.
Sport Style Jacket
Alpinestars Chrome Sport Hoodie
At first glance, the Alpinestars Chrome Sport Hoodie looks like just another piece of casual clothing. However, take a good look, and you’ll find that this was designed with safety features that you’d find on many other entry-level motorcycle jackets. For instance, the jacket uses aramid reinforced panels on the shoulder, elbow, and back for added abrasion resistance and protection.
It comes standard with Level 1 CE-certified Bio Lite armor on the elbows and shoulders and features a pocket on the back designed to accommodate the Alpinestars Level 2 Nucleon CE-certified back insert.
Other features include a removable hood, a zippered hoodie-style hand pocket, and an internal waterproof pocket. The Alpinestars Chrome Sport Hoody is available in six styles, and you’re likely to find one that best suits your style.
The Knox Kenton is perhaps the most stylish jacket on this list, with a simple yet elegant cut that resembles that of a pea coat. This fully waterproof mid-length jacket features two ‘hunting pockets’ on the chest and two zippered waterproof pockets at the waist. Its waterproof and breathable membrane comes with fully taped seams, ensuring you’ll stay dry even during heavy downpours.
Know has also equipped the jacket with its unique-dual fitting system that allows you to adjust the fit, so you can adjust it to suit you best whether you’re on or off a motorcycle. The jacket also features an inner zip that allows you to attach it to your riding pants.
