In its second season in 2023, the NATC grid will be limited to 22 entrants. Riders must be born between January 1st, 2004, and February 28th, 2009, to be a minimum age of 14 before the first round. Riders from different racing backgrounds can apply, with no road racing experience necessary as other disciplines can also translate into road racing success.
Source: MotoGP.com – Read Full Article Here
Little getaway last night in Melbourne @tatiarea. Good food, good people, good vibes. ❤️
Source: Jonathan Rea On Facebook
In the upper edge of the superbike class, BMW Motorrad campaigns its 2022 M 1000 RR ($36,995 as tested). This is the German brand’s top-of-the-range liter-class homologation special for the 2022 model year. This sportbike offers an array of technical improvements versus the base S 1000 RR.
Editor’s note: We test rode previous S 1000 RRs during the 2020 BMW S 1000 RR First Ride Review, 2020 BMW S 1000 RR MC Commute Review, 2021 BMW S 1000 RR MC Commute Review and 2022 BMW S 1000 RR Review at Double R Fest articles and videos.
Beginning with the 999cc inline-four, inside there are aluminum forged pistons and titanium connecting rods. The cylinder head has been reshaped and now benefits from titanium exhaust springs. Other improvements include an updated airbox with improved and still electronically height-adjustable velocity stacks. Externally, outside of the engine. The twin-spar aluminum frame has been modified with material removed in certain areas. The triple clamp offset is reduced, so the clamps are more far forward. The steering geometry has been a little bit more relaxed to boost stability.
The swingarm pivot has more finite adjustment (maximum adjustment range remains the same). The swingarm is also a half pound lighter and includes an adjuster to modify the linkage ratio of the rear suspension. It’s easy to make adjustments: Loosen the Torx head screw then loosen the fastener inside the linkage. The mechanic then pivots the arm and adjusts the linkage ratio. There is a lot of adjustment inside this M 1000 as compared to the RR.
The M 1000 RR’s braking package has also been tweaked. Blue anodized Nissin calipers are fitted and grip a pair of 320mm rotors that are 0.5 millimeter thicker than the standard model. Of course, this bike is dripped in carbon fiber. Carbon fiber wheels and winglets that increase the downforce of this motorcycle by 16 pounds at 120-something mph. We also have awesome embossed rearsets that are adjustable, so you can adjust the position of the footpegs and the rear brake and shift lever to your liking. We’re big fans of motorcycles that offer footpeg adjustment.
This M 1000 RR also includes GPS data acquisition, so you can monitor lap times and the vitals of the motorcycle while setting fast (or slow?) laps. And because it is a BMW, it offers heated grips and a USB charging port under the seat. Motorrad understands that we like to ride on the road, on the track, and in all types of weather.
This is a handsome-looking motorcycle and it rings in at $37,000. Yes, it costs around $12,000 more than a standard S 1000 RR, but you get a lot of extra features and improvements for the money. It’s worth noting that for the 2023 MY, BMW Motorrad has a new and improved M 1000 RR, which we hope to operate one day.
Swinging a leg over the M 1000 RR, we love its conventional mechanical ignition key. This key is locked to the 6.5-inch dash display, so when you reflash it, you have to remove this entire ignition setup, as well as the ECU. Diving into the menu on this color TFT allows you to access vehicle settings, just like the standard RR.
Here in the “settings” menu is where things get good. There are three race modes that you can customize (Race Pro 1, 2, 3). The rider can tweak engine power, engine-brake, traction control (BMW calls it DTC), wheelie control, and ABS. For this test we customized the Race Pro 3 mode. We installed maximum power (duh); we also engaged maximum engine-brake. We prefer the maximum engine-brake setting because we need extra help slowing the vehicle. We could see how faster operators could desire more free-wheeling effect during corner entry. We also selected a lower DTC setting. Wheelie control, we selected Level 2. So it’s not the least aggressive wheelie mitigation mode. In terms of ABS, we chose Level 2, so again, not the most aggressive ABS setting. Rear ABS is enabled in the setting.
This M 1000 RR is set up with reverse shift with a shift pattern of one up, five down. This modification reduces the short amount of time it takes to upshift into the next cog.
Double R Fest is a BMW Motorrad trackday experience, but you don’t have to just ride a S 1000 RR. It’s open to all types of motorcycles. But the reason many riders chose to ride BMW is because it offers so much character and charisma.
When you get the engine revving north of 10,000 rpm, you’ve got to hang on tight. With a claimed 205 hp, this bike accelerates like a fighter jet rotating off a runway. We also value how light this bike feels. With a 423-pound curb weight with a full 4.4 gallons of 91-octane fuel, it feels even lighter than the spec chart says. Another neat feature about this M 1000 RR that we didn’t mention in our preview commentary is the taller windscreen. Tall windscreens are a big benefit for tall motorcyclists.
This M 1000 RR has the optional torque map installed. The dealership-installed programming removes the second- and third-gear torque output limitation that the standard US-spec S 1000 RR’s are subject to. This map lets you get a feel for its powerband. On the flip side though, horsepower is limited. BMW says the engine is capable of 205 hp, but in US configuration the best we’ve seen is upwards of 182 ponies at the business end of the 200-series rear tire.
As usual we love the slick-shifting performance of the electronics quickshifter. It makes it easy to row through the gears. If there is one negative thing about this engine configuration, historically it is that it vibrates like crazy. But, then again, what do you expect for a motorcycle that makes 180 hp in unrestricted form.
The electronics allow this bike to go from mild to wild with a press of a button. Considering the lofty level of electronic adjustments, you’ll have to spend some time at the controls of this vehicle to really understand optimum rider-aid settings. Equally, there’s a high level of adjustability in the mechanical aspects of the motorcycle: the suspension adjustments, swingarm pivot adjustment, and rear suspension linkage adjustment.
But just pressing some buttons will make for a vastly different riding motorcycle. We also value the ability to adjust DTC in real time with the handlebar-mounted switch. That lets you dial in more or less wheel spin for the conditions, or your experience level. Professional-grade riders on used tires will certainly like the ability to tweak and adjust DTC in real time.
The brakes on this M 1000 RR are not vastly different from the base model, however the extra rotor width helps in terms of heat dissipation. It was a cool day in the Southern California desert at Chuckwalla Valley Raceway, and there aren’t deep braking zones. (Editor’s note: Chuckwalla is more of a momentum-based racing circuit and operators aren’t applying the brakes for a long duration.) Still, it’s neat the Motorrad division is engineering machinery for the most demanding riders and racetracks worldwide.
As always, we’re big fans of the carbon fiber wheels (optional on standard S 1000 RRs). This upgrade not only reduces unsprung mass, but makes this superbike so maneuverable. During the 2022 BMW S 1000 RR Review at Double R Fest, we recall how maneuverable it was through the fast and tricky esses section. That is where carbon fiber wheels really come in handy.
The M 1000 RR is the first BMW superbike to incorporate aerodynamics in the form of carbon fiber winglets. At 120-something mph, they generate more than 16 pounds of downforce. That may not seem like a lot, but when entering turns at speed, any extra downforce really helps the front tire bite into pavement.
At the end of the day, BMW’s M 1000 RR is an incredible machine. It’s remarkably more polished and honed versus the standard RR. Highlights include near stinction-less action of the fork and the capable and feel-rich brakes that beg the rider to brake deeper each session. We also adore the copious level of feel the front end offers at lean. Yet it still turns on a dime, and offers elevated stability at speed! That’s one area where this fourth-generation RR surpasses the previous generation. Tall riders will also continue to appreciate its ergonomics especially with the taller windscreen and fully adjustable rearsets.
As always, this compact inline-four is mesmerizing. Of course, having the restricted horsepower output takes away from the fun factor, but having the optional torque map installed makes it vastly more capable for track riders. Realistically, if this bike was ours, we’d send the ECU, dash display, and the ignition key modules to an aftermarket reflash center and have 190-something horsepower at the business end of this motorcycle.
On the flip side, considering the vast modifications engineers made to this powertrain, it’s not that much different than the second- and third-generation S 1000 RR’s in terms of fundamental real-world track riding power. The 2015 model year machines made 190 hp at the back tire. The current engine package has a smoother powerband with all of the integrated electronic counter measures, so we’re not saying that the old engine is superior… But the previous configuration made a lot of power off the dealership floor.
Superbike enthusiasts that desire something special, will adore BMW’s gorgeous M 1000 RR. It offers demanding riders a high level of mechanical and electronic adjustment dripping in tasty carbon fiber. Factor in its lofty fit and finish and its three-year, 36,000-mile warranty, with roadside assistance and there are a heck of a lot of reasons to ride BMW.
Gearbox
Helmet: AGV Pista GP RR Futuro
Suit: Dainese Misano 2 D-Air
Gloves: Dainese Full Metal 6
Boots: Dainese Axial D1
2022 BMW M 1000 RR Technical Specifications and Price
| PRICE | $36,995 (as tested) |
|---|---|
| ENGINE | 999cc, DOHC, liquid-cooled inline-four; 16 valves |
| BORE x STROKE | 80.0 x 49.8mm |
| COMPRESSION RATIO | 13.5:1 |
| FUEL DELIVERY | Dual-stage electronic fuel injection |
| CLUTCH | Wet, multiplate slipper clutch; cable actuation |
| TRANSMISSION/FINAL DRIVE | 6-speed/chain |
| FRAME | Twin-spar aluminum |
| FRONT SUSPENSION | 45mm Marzocchi inverted fork, fully adjustable; 4.7 in. travel |
| REAR SUSPENSION | Marzocchi gas-charged shock, fully adjustable; 4.6 in. travel |
| FRONT BRAKES | Radial-mount 4-piston calipers, dual 320mm floating discs w/ ABS |
| REAR BRAKE | 1-piston caliper, 220mm disc w/ ABS |
| WHEELS, FRONT/REAR | Carbon fiber; 17 x 3.5 in. / 17 x 6.0 in. |
| TIRES, FRONT/REAR | Pirelli Diablo Supercorsa SP V3; 120/70-17 / 200/55-17 |
| RAKE/TRAIL | 23.6°/3.9 in. |
| WHEELBASE | 57.4 in. |
| SEAT HEIGHT | 32.8 in. |
| FUEL CAPACITY | 4.4 gal. |
| CLAIMED CURB WEIGHT | 423 lb. |
| WARRANTY | 3 years, unlimited mileage |
| AVAILABLE | Now |
| CONTACT | bmw.com |
Source: MotorCyclistOnline.com
MotoGP™ is a serious business, but sometimes we can have a little fun while travelling around the world doing what we love. Here’s some of the more light-hearted moments from the 2022 season for you to enjoy:
Ahead of the season opener at the Lusail International Circuit, three title favourites enjoyed themselves at one of the fantastic World Cup venues: Francesco Bagnaia (Ducati Lenovo Team), Fabio Quartararo (Monster Energy Yamaha MotoGP™) and Suzuki’s Joan Mir.
This was, without doubt, one of the best postcards from 2022. Our first visit to the Mandalika International Street Circuit in Indonesia saw us having to deal with a heavy downpour on race day, but we had a hero among us. A shaman performed a special rain ritual, giving us a chance to see KTM’s Miguel Oliveira wet weather masterclass.
Just a couple of mates enjoying some pre-Spanish GP history in full kit. Remy Gardner and Pedro Acosta (Red Bull KTM Ajo) looked like they enjoyed themselves in Jerez…
Aleix, show us your ‘I’ve just bagged my third consecutive podium face’. Yeah, that’s the one. Espargaro enjoyed his time at Le Mans, knowing he and Aprilia Racing were firmly in the 2022 title race.
Jack Miller, podium, shoey – that’s the way it works these days, and race winner Enea Bastianini kindly offered his services to help the Australian with his ritual on the Le Mans rostrum.
After claiming a podium finish in Barcelona, Jorge Martin (Prima Pramac Racing) posed with Puerto Rican musician Rauw Alejandro.
It wasn’t the race Bastianini would have been looking for in Austria, but this was a face he’d be pulling more than one more time in the coming months…
Having undergone surgery for a fourth time after the Italian GP, Marc Marquez (Repsol Honda Team) returned to action at his home GP in Aragon. By the looks of it, the fans and the eight-time World Champion were pretty happy for him to be back.
Fabio Di Giannantonio vs Alex Marquez, who comes out on top of the now Gresini Racing MotoGP™ battle? The duo – plus some others – enjoyed some time in the boxing ring ahead of the Thai GP.
If there’s a puddle and you’re already wet, then what else are you meant to do? Miller enjoys a splash after claiming a P2 in the pouring rain in Buriram.
Source: MotoGP.com – Read Full Article Here
Gracing the cover of Rider’s October 2022 issue was the Yamaha MT-10, a thrilling naked sportbike based on the YZF-R1. I had the privilege of riding the MT-10 at the press launch in North Carolina, and afterward, Yamaha loaned us an accessorized version for further testing (we’ll have a report in a future issue).
Related: 2022 Yamaha MT-10 | Video Review
Yamaha also offers an up-spec version called the MT-10 SP. Priced at $17,199 – a $3,000 premium over the standard model – the SP features Öhlins semi-active suspension, steel-braided front brake lines, a polished aluminum swingarm, a YZF-R1M-inspired Liquid Metal/Raven colorway with blue wheels, and a color-matched lower fairing.
The MT-10 SP is the first production motorcycle to be equipped with the Öhlins NIX30-SV fork and TTX36-SV rear shock. The “SV” stands for “spool valve,” a new damping technology that Öhlins claims improves rider comfort – not typically something high-performance sportbikes are known for.
According to the Swedish makers of those coveted yellow and gold suspension components, “unlike a traditional needle valve, Öhlins’ spool valve features a pressure compensation chamber that balances the force applied to the damper’s actuator, enabling quicker adjustment. The spool valve also provides increased sensitivity and responsiveness at the low and high ends of the adjustment range.”
Öhlins’ NIX30 fork and TTX36 shock are primo suspenders that were developed in the heat of World Superbike and Supersport competition. The semi-active versions on the MT-10 SP use inputs from sensors and a 6-axis IMU to electronically manage rebound and compression damping. Through the Yamaha Ride Control menu, riders can choose between three semi-active damping modes (A-1, A-2, and A-3) and three manual setting modes (M-1, M-2, and M-3).
GEAR UP
Damping in the semi-active modes progresses from sporty/firm in A-1 (ideal for track riding) to mildly sporty in A-2 (good for public roads) to comfortable in A-3 (for when you’re loaded up with soft luggage and need to burn miles on a weekend tour). Should a rider feel so inclined, the “automatic” modes can be fine-tuned to suit one’s preferences. Though labeled in ascending order as well, the manual modes are customizable, allowing riders to electronically tune rebound and compression damping independently and save those settings. Preload front and rear must be adjusted manually.
Whereas many electronic rider aids like ABS, traction control, and wheelie control are essentially safety nets that work in the background to increase a rider’s margin of error, electronically controlled suspension truly enhances the overall riding experience. As good as the manually adjustable “analog” KYB suspension is on the standard MT-10, there is no ideal set of preload, rebound, and compression settings that adequately cover the range of riding and road conditions a rider is likely to encounter. The SP’s network of sensors and actuators adjust damping almost instantly – firming up the fork under hard braking to prevent excessive dive, stiffening the rear shock under hard acceleration to prevent squat, and compensating for changes in speed, lean angle, and so on.
At the test ride on the MT-10 SP was the usual gaggle of fast guys on curvy roads, with me doing my best to keep up while also trying to coax my ever-expanding beard up inside my helmet’s chinbar so I didn’t look like a billygoat. We started off at the Petersen Automotive Museum in Los Angeles and made our way along beat-up, traffic-clogged surface streets and poured-concrete freeways to the Pacific Coast Highway and then up into the Malibu hills on roads of varying quality and camber.
The “middle ground” A-2 semi-active mode is the SP’s default suspension setting, and as one might expect, it was firm without being too stiff. It absorbed the concrete seams on the freeway and the unavoidable recessed manhole covers on the PCH without undue harshness. The bike must be stopped before suspension settings can be changed, so at a stoplight, I switched to the sportier A-1 mode before the long, mostly smooth climb up Kanan Dume Road. All was well until I hit a big dip in the pavement at speed, which was a little too jarring for my taste.
After turning onto the notoriously tight, twisty, and – especially after a recent rainstorm – dirty Latigo Canyon Road, our group pulled over after our ride leader’s walkie-talkie fell out of his pocket. I switched back to A-2 mode and attacked the familiar corners with gusto while enjoying an upswell of confidence. Part of what makes semi-active suspension such a game changer in terms of both speed and safety is its ability to keep a motorcycle chassis stable and he tires’ contact patches in contact with the pavement.
After lunch, tumescent with too many tortilla chips and shrimp tacos, I switched over to A-3 mode and enjoyed a softer ride for our return to the Petersen. Burp.
See all of Rider‘s Yamaha coverage here.
Except for the Öhlins semi-active suspension and steel-braided front brake lines, the latter providing better feel at the lever since the hoses can’t expand under pressure like rubber lines, the MT-10 SP is mechanically the same as the standard model. Which is to say, it’s one helluva motorcycle. The upgraded suspension pairs nicely with the MT-10 SP’s rock-solid chassis, strong brakes, and grippy tires, making for a potent, satisfying combination.
Our First Ride Review goes into more detail about updates to the MT-10 platform for 2022. In a nutshell, its 998cc inline-Four’s fuel injection, intake, and exhaust systems were revised to enhance the engine’s torque character, and new Acoustic Amplifier Grilles atop the fuel tank transmit tuned induction sound to the rider. Yamaha’s Accelerator Position Sensor Grip gives the throttle-by-wire system a more natural feel, and a new 6-axis IMU informs a full suite of YZF-R1-derived electronic aids, including lean-sensitive traction control, slide control, wheelie control, engine brake management, and cornering ABS. Other changes include a one-tooth-smaller rear sprocket, an up/down quickshifter, Brembo brake master cylinders, Bridgestone S22 tires, a 4.2-inch color TFT display, revised ergonomics, and stripped-down styling with full LED lighting.
Without a doubt, the star of the MT-10 show is its CP4 crossplane-crank engine. Rather than the high-pitched whine of a typical inline-Four, the CP4’s uneven firing interval results in a deep growl more like a V-4. Fueling and throttle response are spot-on. The engine feels a tad dull below 4,000 rpm, but it builds up a good head of steam in the midrange and goes gangbusters above 8,000 rpm. This is one of those engines that not only produces impressive power (138 hp at the rear wheel on an MT-10 we dyno’d a few years ago), but also delivers an engaging, visceral experience, encouraging one to roll on and off the throttle repeatedly to savor the full range of its sound and fury.
Through the menus on the TFT display, the Yamaha Ride Control system allows riders to select among four different ride modes (A, B, C, and D) to adjust throttle response and all the other electronic rider aids. Each mode has presets, but everything is customizable. Sifting through the various options and combinations of settings can be a little overwhelming, and Yamaha’s switchgear and menu system isn’t as user-friendly as what’s available on some other bikes we’ve tested, but most owners will find their preferred settings and stick to them. For me, that was suspension mode A-2, power mode 2 (standard), engine braking mode 2 (reduced), brake control mode 2 (lean-sensitive), and middle of the road settings for traction control, slide control, and wheelie control.
With the customization that the Yamaha Ride Control allows, riders can specify different personalities for the SP: hard-charging track weapon, surgical canyon carver, weekend sport-tourer, or daily commuter. Yamaha’s factory accessories for the MT-10 also fit the SP, so riders can further personalize their bike with frame and axle sliders, a Yoshimura slip-on exhaust, a windscreen, a comfort seat, 30L or 50L top cases, soft side cases, and more.
If you’ve got your eye on the MT-10 and the SP model is within reach, the Öhlins semi-active suspension is worth the upcharge alone. The only downside is that it adds 5 lb to the bike’s curb weight compared to the standard model. The steel-braided front brake lines, polished swingarm, lower cowl, and exclusive paint job are nice bonuses, leveling up the MT-10 SP into a truly special machine. Or, in the words of G. Love & Special Sauce, a Philadelphia band I listened to in my college days: My baby got sauce, Your baby ain’t sweet like mine.
The post 2023 Yamaha MT-10 SP | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Built for for hardcore offroad adventurers who need premium equippage to level any landscape or terrain and to fully shred the gnar, please welcome the new and improved KTM Super Adventure 1290 R. The size L SA-R was already the weapon of choice: Now it’s got enhanced Turn-by-Turn+ guidance and the ability to set waypoints and diversions through the handlebar switch dial or through the TFT. Now you can take calls phone calls and all manner of things you shouldn’t be doing while riding this way, with a jab of a finger.
KTM Press Release:
The KTM 1290 SUPER ADVENTURE R delivered acute offroad positioning by harnessing all of the company’s experience, nuance and confidence in the sector, R&D and through competition. A model that can conquer a mountain trail as effortlessly as a mountain pass can count on the fabled LC8 engine that was slimmed by 1.6 kg for the last iteration and pumps out 160 hp. The motor, fueled by a 23-liter three-piece tank, and with an improved heat system to disperse temperatures out and away from the rider, can deliver 138 Nm of torque as gently or as forcefully as possible and comes with the reassurance of 15,000 km service intervals.
The KTM 1290 SUPER ADVENTURE R was enabled for the rigors of multiple surfaces by the advanced BOSCH 6D lean angle sensor that informs much of the bike’s behavior and myriad of settings through Motorcycle Traction Control, Motorcycle Stability Control, various RIDE MODES, ABS and more. Further evidence that the bike is primed for traction comes through the 48 mm WP XPLOR suspension, featuring split cartridge forks and the modifiable rear shock with 220 mm of travel. The XPLOR materials and the stock settings have been tested and refined for the characteristics of the KTM 1290 SUPER ADVENTURE R. The suspension funnels the maximum level of feedback through the ALPINA aluminum spoked wheels; with an improved sealing system appropriate for tubeless tires. The 2023 KTM 1290 SUPER ADVENTURE R carries Bridgestone AX41s as stock.
Highlights of the 2023 KTM 1290 SUPER ADVENTURE R
// Stand out from the trekkers on the trail with a brand new sporting white color and graphic scheme
// Never get lost or have direction doubts thanks to new Turn-by-Turn+ guidance and more travel navigation options
// Dependable LC8 V-twin engine with 160 hp and 138 Nm of torque means a world without limits and motor that will conquer any condition or landscape
// ChroMo stainless steel light chassis weighing just 10 kg and sculpted for cornering stability and more feeling under acceleration but based on long-travel Enduro sensibilities
// WP XPLOR suspension represents some of the most sophisticated hardware on any KTM offroad orientated motorcycle
// Adjustable and customizable ABS settings and RIDE MODES so the KTM 1290 SUPER ADVENTURE R can traverse all terrain and meet any demand
// Standing or sitting: the KTM 1290 SUPER ADVENTURE R ergonomics are a winner for comfort and confidence. Further options across the bike with a wide selection of KTM PowerParts (11 different seats)
// The complete adventure travel motorcycle with features such as: RACE ON remote key system, illuminated switches, 7” TFT dash board, adjustable windshield, LED lights and simplistic but advanced dashboard interactivity
// Robust spoked 21/18” aluminium wheels booted with Bridgestone AX41 tires to further underline the readiness of the KTM 1290 SUPER ADVENTURE R to head away from the beaten path
Few excuses remain. The newest edition of the KTM 1290 SUPER ADVENTURE R will be poised in KTM Authorized dealers from December 2022. Get moving, get exploring with FULL THROTTLE OFFROAD ADVENTURE.
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The post #Dare2ADV with the 2023 KTM 1290 Super Adventure R appeared first on Motorcycle.com News.
Adventure bike owners love to add “farkles” from companies such as National Cycle to their bikes. A farkle, as many of you know, is an accessory, often a fancy one, that a motorcycle owner is likely to brag about. Some say the word is a mashup of “function” and “sparkle,” but we’ve also heard it’s an acronym for Fancy Accessory, Really Kool, Likely Expensive. (When I Googled “farkle,” the top result was from Dictionary.com: a combination of fart and chuckle, an involuntary fart caused by laughter. Gotta love the internet.)
Best known for its windscreens and windshields, National Cycle also makes accessories for select motorcycle models. As part of its Extreme Adventure Gear (XAG) line, it makes accessories for the ADV-styled Honda CB500X, and we installed some XAG accessories on our 2022 test bike.
Related: 2019 Honda CB500X | First Ride Review
One of the most popular upgrades for adventure bikes is supplemental protection against rocks, road debris, and tip-overs. We started off with National Cycle’s XAG Polycarbonate Headlight Guard (P/N N5400, $84.95), which is made of tough 3.0mm polycarbonate reinforced with the company’s proprietary Quantum hardcoat – said to provide 10 times the strength and 30 times the scratch resistance as acrylic, a claim National Cycle backs up with a three-year warranty against breakage.
The guard is thermoformed for an exact fit over the 2019-2022 CB500X headlight, and its crystal-clear optics do not distort or reduce illumination. Installation is simple: Just clean the headlight, remove the adhesive backing on the marine-grade Velcro tabs, and press the guard onto the headlight lens.
Next, to add crash protection as well as a place to mount auxiliary lighting, we installed the XAG Adventure Side Guards (P/N P4200, $429.95), which are also available for the Yamaha Ténéré 700. Made of black powdercoated steel, they complement the CB500X’s styling, especially the Pearl Organic Green/Black color scheme on our 2022 model. The guards are also treated inside and out with an electrophoretic coating to eliminate rust and corrosion.
The installation instructions provide a list of basic tools needed as well as a QR code that links to a helpful video. Installation is straightforward and took about 30 minutes, with the only challenge being a little extra effort needed to line the guards up with the engine mount holes.
The left and right guards attach to the engine in two places, and they bolt together in the middle just below the headlight. Once installed, they provide solid, sturdy protection. A flat metal tab with an open bolt hole that’s welded to the lower part of each guard provides a good attachment point for auxiliary lights.
As Reg Kittrelle says in his Triumph Tiger 900 GT Low review in the upcoming February issue, an ADV is a “motorcycle that can comfortably take me to distant places carrying lots of stuff.” The Honda CB500X is comfortable, but in stock form, it doesn’t provide many options for carrying gear, so we installed the XAG Luggage Rack (P/N P9304, $184.95). Like the side guards, the luggage rack is made of black powdercoated steel.
Also like the guards, installation of the rack requires only basic hand tools, takes about 30 minutes, and is clearly demonstrated in the instructions and video. On a stock CB500X, installation requires removal/reinstallation of the passenger grab handles since the mounting brackets share the same bolt holes. On our test bike, the grab handles had already been removed when Honda’s accessory saddlebag mounts were installed. And be advised: National Cycle’s luggage rack is not compatible with Honda’s accessory saddlebags.
The rack is a solid, stylish, practical add-on. It measures 8.625 inches front to back and has a tapered width that narrows from 6.75 inches at the front to 5 inches at the rear. The rack’s slotted surface and two holes on either side provide anchor points for straps or bungee cords. It sits a bit higher than the passenger portion of the seat, but together they provide a platform up to 23 inches in length for carrying a drybag, duffel, or tailbag.
Related: Motorcycle Camping on a Honda CB500X and Husqvarna Norden 901
Although we didn’t request one for our test bike, National Cycle also makes the XAG Lowering Kit and Kickstand (P/N P4900, $119.95) for the CB500X. It includes a shorter sidestand and two aluminum suspension link arms that lower the seat height by about 1.5 inches (from 32.8 to 31.3 inches). Only basic tools are required, installation takes 30-45 minutes, and you’ll need a wheel chock and a hydraulic jack or lift. As with the other accessories, in addition to the step-by-step instructions with photos, there’s a helpful video.
We put as many miles as possible on our test bikes, so we’re always interested in accessories that improve comfort. We’ve tested National Cycle’s VStream windscreens on many different motorcycles over the years, and we’ve consistently been impressed with their ability to improve wind protection while also reducing turbulence and buffeting. With their patented “V” shape, VStream windscreens are made of 3.0mm Quantum-hardcoated polycarbonate – the same durable material used for the headlight guard (and with the same warranty against breakage).
The VStream windscreen comes in three sizes for the CB500X, as seen below.
The Low windscreen is 16.75 inches tall, just slightly taller than stock, and it’s available in dark or light tint for $121.95. We opted for the Mid windscreen ($133.95), which is 19.25 inches tall (more than 2.5 inches taller than stock), much wider than stock near the top, and available only in light tint. The Tall windscreen ($139.95) is 21.75 inches tall (more than 5 inches taller than stock), even wider near the top, and available only in clear.
Compared to stock, the Mid-size VStream pushes air higher up and around the rider. Airflow hits at helmet height, but there’s no buffeting. There’s also excellent visibility over the top of the windscreen, providing an unobstructed view of the road ahead.
Unlike most farkles, National Cycle’s XAG accessories are practical and reasonably priced. If you’ve got a Honda CB500X, check ’em out by clicking on the linked product names above.
The post National Cycle Extreme Adventure Gear | Gear Review first appeared on Rider Magazine.
Source: RiderMagazine.com
In this motorcycle Christmas tale, originally published in the December 2021 issue of Rider, contributor Scott A. Williams relates the story of being cut off my a Massachusetts State Trooper and getting a surprising gift in return.
It was one of those Christmases where family was in far-flung locations. With just my wife, daughter, and me at home, important holiday obligations were addressed by early afternoon. The sun burned in an azure sky as the temperature rose into the 50s – rare for late December in Massachusetts – and your humble scribe was getting antsy.
“Go take a ride,” my wife insisted. “We’re going to bake cookies and you’ll be in the way. Get out of here.”
Making a plan as I rode along, I headed west over the Connecticut River toward the hill towns for fun roads, blissfully free of traffic. I calculated that I’d have time to reach Huntington before turning north for a ways, and then back east to make it home before dark.
Riding on U.S. Route 20 through the outskirts of Westfield, I spied a statie stopped at an intersection on the left, just ahead. (“Statie” is what Massachusetts natives call our state troopers.) Ideally, he’d be turning right, back toward the city, but without warning the cruiser cut in front of me. I hit the brakes – hard – and delivered a bwaaaa! from my bike’s air horn. Hey, hey, hey, I’m riding here! Inside my helmet I uttered words I do not recommend saying to a police officer in person.
If I had cut off an officer in such a manner, I’d be producing my license and registration. It was clear to me that the officer didn’t look before abruptly pulling out. Had he looked, he’d have seen me approaching, wearing high-viz gear and a white helmet, burning four accessory light arrays in addition to the OEM headlight, and riding the speed limit on an empty road with no obstructions on a clear day. I was there. If a careless civilian had cut me off, I may have dropped a gear and zipped by, but it was a statie.
Now, though, he was pulling away at a good clip. No lights or siren, just noticeably above the limit. I decided to keep up. Perhaps this wasn’t the wisest decision, but I stayed back at what I concluded was a respectful distance – and I started to make really good time. This section of U.S. 20 is the Jacob’s Ladder Scenic Byway, and from here out to Becket it’s my favorite stretch of 20 in the state. The road parallels the Westfield River to Huntington, then gains elevation in Chester up to Becket through a succession of S-curves. I know this road well, but I had never ridden it quite so briskly.
There’s a state police barracks in Russell, and I started thinking that this cruiser with the distinctive blue and gray paint scheme would turn in, but it did not. Approaching the village of Huntington, the statie slowed the pace. I followed suit. Was he preparing to turn north onto State Route 112? That’s another great winding road in western Mass that earned a state-issued scenic byway designation. It’s where I was planning to go, but given these unusual circumstances I felt I should be open to alternatives. One was presented when the statie continued west on 20.
The rapid rate resumed through Blandford State Forest to the town of Chester, where again the statie eased off a bit going through the village. But when those S-curves came into view, the Ford Police Interceptor sped up for that familiar, winding, uphill run.
By now this unexpected and exhilarating ride was taking me a good 40 miles out of my way, and I knew I had to start heading back east at some point. The day’s unusual warmth was melting snow, and with clear skies, the temperature would plummet once the sun went down, so black ice would be a threat. But with little traffic other than a lead-footed statie, I wanted this ride to last.
In Becket, the cruiser turned right onto Route 8 north. Recalculating … I could head north through Becket and Washington up to Hinsdale, then start a return trip east on Route 143 through Peru, Chesterfield, and Williamsburg. From the standpoint of entertainment on a motorcycle, this was all good. When I reached Northampton, I could hop on Interstate 91 and then the Mass Pike to straighten out the last leg home.
I stuck with the statie and turned north on Route 8. The snaking tar hugged the landscape past forests and farms, but I realized it couldn’t last much longer. As the center of Hinsdale approached, I made my move, signaling my intent to turn right on 143. The statie flashed his light bar twice and continued straight.
I interpreted those flashes to mean, “Sorry I cut you off back there, hope you enjoyed the ride.” Yes, officer, I thoroughly enjoyed the ride. Forty extra miles flew by in not as many minutes, leaving me with a wide grin and a great Christmas memory. No hard feelings, sir, but please watch for motorcycles.
For other stories from Scott A. Williams, click here.
The post A Very ‘Statie’ Motorcycle Christmas Tale first appeared on Rider Magazine.
Source: RiderMagazine.com
It seems like just a consequence of proper engineering and planned longevity. But all the same, BMW Motorrad is turning 100 in 2023. To mark the occasion, 1,923 Special Heritage editions of both R 18 cruiser and R nineT naked models will be made available come early 2023.
In keeping with the occasion, both will feature Classic Chrome, black paint, white double pinstriping, and of course, a 100 Years badge. Internals will stay the same, but each limited-edition model will feature the special paint-on-chrome process for tanks and bodywork that harken back to beloved models like the R75/5 and its distinctive “toaster” appearance.
The R 18 100 Years wears the classic livery and design best with a look that pays homage to the 1936 BMW R 5. With ample fender acreage, the pinstriping and Avus Black color (or lack thereof) provide a visual springboard for the chrome exhausts (or chrome anything) to really pop. Absent the optional rear passenger kit, the rear fender’s chrome treatment mirrors the tank’s chrome, with sundry shiny bits like the engine and cylinder cover, exhaust manifold, and gear and foot levers adding to the classic picture.
There’s even a perforated BMW logo incorporated into the baffle of the twin Akrapovič mufflers, because 100 years. Best keep a rag handy to keep those polished.
The more contemporary R nineT 100 Years edition gets the same treatment, albeit with two possible Option 719 packages. The Option 719 Billet Pack Shadow package includes milled aluminum front engine cover, cylinder head covers, seat brackets, and oil filler plug. The second Option 719 Billet Pack Shadow II package adds milled aluminum adjustable hand control levers and foot controls, footpegs, expansion tank covers, and bar-end mirrors.
Both get the 100 Years tank badge, individually numbered with respective “1 of 1923″ designations. MSRP is $18,990 plus $895 destination for the R 18 100 Years, with the R nineT 100 Years arriving with an MSRP of $19,995 plus $695 destination charge.
Say what you will about “special editions” and their manufactured scarcity, but BMW’s milestone is worth noting, down payments notwithstanding. From a mere 56 units with 494cc putting out 8.5 hp, the 1923 R 32 model is basically its own corner of motorcycling’s Rosetta stone.
Here’s to another 100 years, BMW Motorrad.
Source: MotorCyclistOnline.com
However, huge drama unfolded at Turn 1. Takaaki Nakagami (LCR Honda Idemitsu) got a great launch from P12 on the grid, but the Japanese rider lost control of his RC213V when the field dived on the anchors for the first time. Nakagami wiped out Alex Rins (Team Suzuki Ecstar) and tagged Pecco too, seeing the Italian crash out with Nakagami and Rins. Quartararo, meanwhile, went from P3 to P1 and never looked back.
Source: MotoGP.com – Read Full Article Here