Clearwater Lights Valkyrie Auxiliary Motorcycle Lights improve visibility and offer superior lighting that works in conjunction with OEM lighting. (Photos by the author)
Clearwater Lights’ new Valkyrie auxiliary motorcycle lights pack a stunning 5,500 lumens into a robust aluminum housing that’s just 3 inches in diameter and weighs only 14 ounces. That’s more compact than other popular Clearwater Lights models (e.g., the 6,000-lumen Erica is 3.73 inches in diameter and 20 ounces).
There are two Valkyrie models. The Valkyrie with five-spot LEDs is designed for long-range visibility. The Valkyrie Dual combines three-spot LEDs to illuminate the road far ahead, with two fog LEDs to illuminate the road directly in front of the bike, at the side of the road, and in corners.
The spot LEDs project a combined 8-degree/15-degree circular pencil beam. The fog LEDs project a 60-degree wide-angle beam. Note that the fog optics are directional, so Valkyrie Duals must be mounted with fog LEDs positioned at the bottom and oriented parallel to the ground.
Clearwater Lights Valkyrie with five-spot LEDs are best for long-range visibility.
I wanted a compact auxiliary light for my 2025 BMW F 900 XR to increase conspicuity during daylight. I also wanted the ability to turn night into day, as I’ve grown accustomed to with Clearwater Ericas on two previous BMWs.
Valkyries use Clearwater Lights’ proprietary CANopener system to integrate seamlessly with BMW’s electrical system, with no tapping or splicing needed. Lights are controlled using the bike’s OEM switchgear.
On the XR, the CANopener module engages with the bike via the Lean Angle Sensor under the seat. I unplugged the factory harness and plugged in the CANopener, then plugged the BMW factory harness back into the CANopener, which has a pass-through built in.
Optional slip-on covers let you quickly swap selective yellow lenses (left) or clear, without needing to open the light housing.
The engine guard bars that I added to my XR provided a convenient place to mount the lights using supplied hardware. Then I connected the lights and routed the various wires and cables neatly to avoid contact with suspension, steering, and parts that get hot. Finally, I attached the power wires to the battery. The installation wasn’t difficult, although I took my time getting familiar with a new bike and ensuring everything was secure and tidy.
Valkyries feature adjustable brightness in 10% increments, using the XR’s “wonder wheel” controller. I set mine to 20% when the stock lights are on low beams to enhance conspicuity during the day and improve lighting without blinding oncoming traffic after dark. On high beams, I set them to 100% to light up the night. Adjusting these settings is easy.
How do the XR’s OEM lights compare to Valkyries Duals? I waited for dark and rode a loop of my favorite dark, rural back roads. To begin, I used only stock lighting (with Valkyrie Duals turned off) and made mental notes on visibility down the road, to the sides, and in corners. When I returned to the same start point, I switched on the Valkyrie Dual lights by holding the turn signal cancel switch in for two seconds, which toggles them between On and Off. The improvement from OEM low beams alone (which I find quite good for a motorcycle) to OEM lights with Valkyrie Duals added at 20% output is remarkable, both long range and to the sides. When using high beams with Valkyrie Duals set at 100%, the improvement over stock lighting is astounding.
In the Clearwater Lights Valkyrie Dual, the top three optics project a spot beam, the bottom two a spread beam.
I repeated this test on the same dark roads with the Valkyrie five-spot LED model and found a similarly enormous improvement over stock lighting. The five-spot model has longer reach and still lights up corners pretty well. The Duals cast a wider spread up close and to the sides and still have good reach.
I chose the five-spot Valkyrie for the down-the-road focus and the flexibility to mount the lights (with their non-directional optics) wherever it’s convenient. Just decide what you want lights to accomplish for where and how you ride.
The Sargent Cycle World Sports Performance Plus standard height seat with CarbonFX upholstery and black welt is a worthwhile upgrade for the 2025 BMW F 900 XR. (Photos by the author)
When I got my 2025 BMW F 900 XR, it didn’t take long to discover that the stock seat just isn’t comfortable. Even on shorter rides, my backside soon ached. The seat’s shape locked me in place so I couldn’t easily adjust my body position. And BMW does not offer factory heated seats for F-series bikes.
On two previous BMWs, I had World Sport Performance Plus seats from Sargent Cycle Products. I found them superior to stock seats, so I got another. The seating surface is a bit wider than stock and contoured to enhance lateral support and distribute pressure evenly. I can adjust my body position for spirited riding, navigating tight spaces, or simply changing positions on a long ride. The central “relief” channel, where a strategic bit of seat foam is removed, takes pressure off the crotch and tail bone.
Super Cell Atomic Foam is Sargent’s secret sauce combining resilience, firmness, and vibration-absorption. Below the foam surface is an embedded layer of memory foam that absorbs pressure points. Under it all is Sargent’s PolyTech seat pan, injection-molded from a tough, lightweight polymer. The pan has a special recess for the included rechargeable LED flashlight.
There’s optional seat heating, either single zone for just the rider or separately controlled dual zones for rider and passenger. Each zone draws approximately 1.7 amps (23 watts at 13.5 volts). Sargent’s waterproof HeatBoss controller has a rotating knob and blinking red LED, so it’s easy to dial in the desired heat level. I think the simple-is-good approach of the HeatBoss is a noteworthy upgrade over Sargent’s earlier membrane switch controller. Attach the HeatBoss to a body panel using supplied hook-and-loop, or choose one of Sargent’s optional mounts for the handlebar clamp or mirror post. I prefer the handlebar mount since its vertical orientation prevents the HeatBoss from contacting my tank bag, even at full lock.
Sargent’s waterproof HeatBoss controller is easy to use, with a simple rotary dial and an LED that flashes according to heat level. Shown with Sargent’s optional handlebar mount.
Sargent has upgraded the wire harness with smaller-gauge round wire. Compared to the previous flat wire, the new wire is easier to route for a neat installation. There’s a new quick disconnect too, so if you ever need to remove the HeatBoss, you won’t have to remove the entire harness.
Sargent seats are made in the USA and sewn by hand. Options for the marine-grade upholstery include CarbonFX or DTX, with or without “grip zones,” which are special panels on the front sides that help your inner legs grip the seat (useful for standing on adventure bikes). There are multiple color options for stitching and welt. To complement my XR’s Triple Black colorway, I chose black CarbonFX upholstery and black welt. I think it looks fantastic and is a noticeable upgrade over stock.
With several hundred miles, um, behind me, Sargent’s World Sport Performance Plus seat is proving both plush and supportive. The butt pocket is wider and more gently contoured than the stock seat, so I can easily adjust my body position. And it’s easy to dial in heat to add comfort that BMW doesn’t offer.
Sargent Cycle makes World Sport Performance Plus seats for dozens of motorcycle models, plus REVolution seats using your bike’s OEM seat pan and a range of custom seat services. Seats for the BMW F 900 XR start at $629.95.
The Vulcan Modular Motorcycle Helmet is Firstgear’s sole, street-biased head protection offering. With that in mind, it seems that Firstgear’s philosophy was to make the model as versatile as possible. The helmet features a flip-up chinbar, a multiposition clear faceshield, adjustable ventilation, and an integrated drop-down tinted screen.
In the words of Henry Ford, you can have the Vulcan in any color you choose “as long as it’s black.” That being said, the gloss black helmet is quite attractive. The lines of the Vulcan are clean and aggressive. The aesthetic is accomplished with very little clutter. The Vulcan is devoid of decals and superfluous visual bells and whistles. The venting is integrated seamlessly, and the only splash of color is the red chin bar release button.
Safety is job number one in helmet construction, and the Vulcan offers a solid list of certifications and features. The shell is formed of injection-molded ABS, and there is a dual-density EPS impact liner. The helmet is approved both by the American DOT and the European ECE. It also features emergency release cheek pads and a double D-ring chin strap. The chin bar’s locking mechanism secures with a reassuring and solid click.
Ventilation is achieved via four adjustable intake vents and two fixed exhaust vents. The airflow is adequate but not overwhelming. The vents are easily manipulated with gloved hands. The clear shield can be partially opened for more ventilation and anti-fog situations. The Vulcan is a relatively quiet helmet with no notable whistling and only moderate wind noise.
The clear shield on the Vulcan is a bit of a challenge to lift due to a relatively stiff actuation and small central lift point. With time and practice, it gets easier. The dropdown sunshade is controlled via a slide mechanism on the bottom lip on the left side of the helmet. A nice feature of the tinted shade is that it can be dropped to a fully deployed position, unlike many other modular helmet shades that leave a gap at the bottom. It can also be dropped to a partially open position for easy viewing of motorcycle gauges. The flexible rubber nose shield is unobtrusive.
The removable and washable internal liner is comfortable and relatively plush. The helmet has a neutral shape that we would call an intermediate oval. There is adequate room in the ear area for humans, but we can’t vouch for its suitability for those long-eared Vulcans for which the helmet is named.
All in all, the Firstgear Vulcan Modular is a quality motorcycle helmet at a competitive price. With its subtle styling and feature-rich design, it seems directly aimed at the sport-touring and touring market. It is available in sizes XS-2XL. The suggested retail is $320.
The IMTBike Land of Vineyards Tour in Spain and Portugal is a top choice for exploring the heart and culture of wine country. With 28 years of experience in the motorcycle touring industry, IMTBike has crafted this tour to take riders through charming wine regions along once-in-a-lifetime roads.
The Land of Vineyards Tour begins and ends in Madrid, Spain, and has a total timeline of 15 days from start to finish. Riders will enjoy traveling through wine regions such as La Rioja, Ribera del Duero, Rueda, El Bierzo, Douro, and Porto, as well as the area where “Vinho Verde” is produced. Riders will also visit villages, castles, and fortresses of the Castile region.
Beginning in late September, the tour takes place shortly after the “Vendimia” harvest, when wineries feature an amora of freshly pressed grapes and celebrate the harvest. Six cities along the route are UNESCO World Heritage sites and connect to great motorcycling roads through the Iberian Peninsula. Accommodations include first-class historical pousadas and paradors, which are castles, palaces, or fortresses that have been converted into hotels, as well as specially selected local boutique hotels.
Included in the tour are airport pickup on the first day, a gourmet dinner every night except on the two rest days, a complete buffet breakfast every morning, current BMW motorcycles with cases, expert multilingual guides, and a support vehicle to carry luggage and extra souvenirs. The two rest days take place in Salamanca and Porto, two of the six World Heritage cities.
Contributing Editor Eric Trow and his wife will enjoy the 2025 tour from Sept. 20 to Oct. 4, followed by a tour review to be published in Rider magazine and on our website. The 2026 tour dates are scheduled for Sept. 19 to Oct. 3, with some spots still available. Visit the IMTBike website for more information and to book your tour.
Check out Rider’s reviews of other IMTBike tours below, including the Morocco Adventure Motorcycle Tour, which Editor-in-Chief Greg Drevenstedt and his brother Paul Drevenstedt took in 2024.
Indian Motorcycle has launched the fourth season of its FORGED custom build series. Focusing on the new-for-2025 Indian Chieftain PowerPlus, three builders were invited to fabricate one-of-a-kind custom bikes that deliver a unique combination of performance and style.
Since he was a young boy, Satya Kraus has always been drawn to motorcycles – it wasn’t just a fascination, it was an obsession. In the late ‘90s, Kraus cut his teeth in the custom chopper scene, drawn in by the raw artistry and hands-on craftsmanship that defined the era. It wasn’t just about the bikes; it was about the builders, the metal, the pride in making something real. That passion never faded – in fact, it grew. Fueled by a deep respect for the craft and the culture, Satya turned his passion into a career. Today, his aftermarket motorcycle parts company, Kraus Motor Co., stands as a tribute to that lifelong love – built by a rider, for riders, with the soul of a craftsman in every piece.
Indian Motorcycle’s FORGED program is a six-part video series highlighting three unique interpretations of the all-new 2025 Chieftain PowerPlus. Each design and development video will roll out in the coming weeks, while final reveals will take place later this summer.
With the all-new Chieftain PowerPlus, Indian Motorcycle has redefined the American V-Twin bagger market. Designed with distinctive American style, the Chieftain PowerPlus features rider-assist technologies never before offered in an American V-Twin motorcycle and is powered by Indian Motorcycle’s championship-winning PowerPlus 112 engine.
New to the U.S. market for 2025, the Honda NT1100 DCT sport-tourer is based on the Africa Twin platform, is only available with Honda’s Dual-Clutch Transmission in the U.S., and is powered by a 1,084cc parallel-Twin that makes 101 hp and 86.2 lb-ft of torque. It includes five riding modes, Selectable Torque Control, ABS, dual radial-mounted front brakes, and a 6.5-inch TFT display with Apple CarPlay.
We took the new NT1100 DCT on a spirited ride along canyon roads from Costa Mesa to Borrego Springs in California, testing the bike’s features, handling, and performance. From the Dual-Clutch Transmission and high-revving engine to the Showa SFF-BP fork and adjustable windscreen, there’s a lot to say about this sport-tourer. In this video review, Quinn Redeker shares his honest thoughts and impressions.
Two new-for-2025 Honda Hornet models, the CB750 Hornet (left) and CB1000 Hornet SP (right), inject new energy into the streetfighter segment. (Photos by Align Media)
Most people fear hornets, but they are surprisingly shy and only become aggressive when they have to be. This is also true for two new-for-2025 Honda Hornet motorcycles. After creating buzz in Europe since 2023, the long-awaited CB750 Hornet and CB1000 Hornet SP have finally landed in the U.S., ready to inject fresh energy into the streetfighter category. Both offer aggressive styling, modern tech, and finely tuned performance that targets everyone from new to veteran riders.
The 2025 Honda CB1000 Hornet SP (left) is available in Matte Metallic Black and the CB750 Hornet (right) is available in Matte Pearl White (shown) and Matte Metallic Black.
Honda invited us to test both Hornets during a two-day press ride across nearly 400 miles of California’s scenic Sierra Nevada foothills and historic Gold Country. From twisty canyons to roller-coaster roads and sun-drenched highways, we got friendly with these two sharp additions to Honda’s lineup.
Day 1: Honda CB750 Hornet
We like the splash of red on the Matte Pearl White color option on the CB750 Hornet.
We kicked off from downtown Sacramento, riding northeast into the Sierra Nevada foothills toward Auburn State Recreation Area, looping back via Placerville. This 200-mile route gave us a chance to put the CB750 Hornet through its paces, and it delivered.
The CB750’s 755cc Unicam parallel-Twin is shared with the XL750 Transalp, and it’s an absolute treat. It’s smooth down low but really comes alive in the mid to upper rev range. The 270-degree crank gives it a throaty, engaging feel, and for a stock exhaust, the sound is surprisingly deep and growly. I love the tune of the exhaust; it impressed me more and more throughout the ride.
The CB750 Hornet’s 755cc parallel-Twin is shared with the Transalp. In the U.S., it makes 83 hp at 8,500 rpm.
What really sets the CB750 apart is its handling. With a 422-lb curb weight and a stiff steel-diamond frame, it feels flickable and light on its feet. The Michelin Road 6 tires with a 160/70 rear help the bike dive into corners confidently and carve through canyon roads. The Showa suspension, a nonadjustable Separate Function Fork-Big Piston and preload-adjustable, remote-reservoir Pro-Link shock with 5.1 inches of travel front and rear, punches above its weight. It handled whatever I threw at it! From soaking up bumps and keeping things planted during spirited riding to bringing the front wheel up on command, it took it all in stride.
The CB750 Hornet is a light, flickable bike.
Comfort and usability were clearly top of mind when designing the CB750. At 5-foot-6, I found the 31.3-inch seat height approachable, and the upright ergos, wide handlebar, and slightly rear-set pegs provide a natural, in-control position. There are multiple ride modes to choose from: Standard, Sport, Rain, and customizable User 1 and User 2. User modes allow the rider to set preferences for throttle response, engine braking, and traction control, adding to the bike’s versatility. The 5-inch TFT display is crisp and easy to read, and Honda’s RoadSync integration adds smartphone functionality like navigation, calls, and music. Menus and settings are controlled via a four-way backlit switch on the left grip. All lighting is LED, there’s a USB-C port under the seat, and turnsignals are self-canceling.
Honda Selectable Torque Control (aka traction control) with integrated wheelie control has three levels or it can be turned off.
The CB750 Hornet is the definition of a “sleeper.” It might not scream superbike, but it delivers thrills in abundance, especially on twisty roads. It’s more composed and less twitchy than rivals like the Yamaha MT-07, yet it still has that raw 2-cylinder charm. The electronics are helpful without being overbearing, and the ergonomics make it accessible for a wide range of riders. The handling is sharp, the powerband is exciting but manageable, and the whole package feels light, intuitive, and fun. Keeping up with the other riders on the CB1000 was no issue while riding the CB750, and I couldn’t hold back my grin while chasing them down!
For commuting, backroad bombing, or anything in between, the CB750 Hornet is a confident, charismatic middleweight that delivers versatile performance for a reasonable price. It’s a perfect entry-level or upgrade machine for newer riders, but it won’t leave seasoned riders bored.
Day 2: Honda CB1000 Hornet SP
The Honda CB1000 Hornet SP replaces the CB1000R Black Edition.
The second day brought a shift in character and machinery. Riding through California’s Gold Country on a 190-mile loop, I stepped up to the CB1000 Hornet SP. This bike brings big-boy performance with premium touches, and you feel it the moment you twist the throttle.
Powered by a re-tuned 998cc inline-Four from the 2017 CBR1000RR, the CB1000 Hornet SP is smooth, fast, and full of character. It’s paired with a throttle-by-wire system with rider modes (Sport, Standard, Rain, User 1, and User 2) and a 6-speed transmission with a slip/assist clutch. The SP is also equipped with a quickshifter with auto-blip capabilities, and the quickshifter’s sensitivity can be adjusted to respond to a softer to harder press of the shifter.
Compared to the CB750 Hornet, the CB1000 Hornet SP is a big step up in terms of power, performance, and refinement.
Despite being derived from a superbike engine, the CB1000 Hornet SP felt entirely controllable. The power never seemed too much and certainly not too little. The linear power delivery was so smooth that I didn’t realize how fast I was going until I looked down at the speedo…and saw a high number!
While heavier than the CB750, the CB1000 didn’t feel like a lumbering brute. Its Bridgestone Battleax S22 tires with a 180/70 rear delivered excellent grip and agility. It took more muscle than the CB750 to flick it into tight turns, but it responded predictably and with poise. The fully adjustable 41mm inverted Showa SFF-BP fork and fully adjustable Öhlins TTX36 rear shock are a big upgrade, keeping the ride composed even when pushing hard on less than perfect pavement. The CB1000 thoroughly surprised me with how comfortable it felt at differing speeds and riding environments. It handled excellently in the twisties, comfortably on the highway, and easy in city commuting.
The Showa SFF-BP is fully adjustable, and the front calipers are primo Brembo Stylemas.
Braking was equally impressive, thanks to Brembo Stylema front calipers squeezing 310mm discs, serious hardware with real bite. The rubber brake lines did not seem to limit the performance of the brakes, and the ABS was not intrusive. The only hiccup for me was the Honda Selectable Torque Control (aka traction control), which felt a bit too eager for my taste. Wheelie control is also integrated into HSTC, but luckily, it’s easy to turn off so I could test how light I could make the front end.
The 5-inchTFT display has three themes: a bar-style tach (shown), a circle-style tach, or a simple theme with just numbers. Both Hornets feature Honda’s RoadSync Bluetooth system.
Like the CB750, the CB1000 has a 5-inch TFT display with three display modes and Honda’s new RoadSync system, which pairs to a smartphone via Bluetooth. It also has a four-way backlit menu controller on the left grip, LED lighting, self-canceling turnsignals, and a USB-C port under the seat.
The CB1000 Hornet SP is the grown-up sibling. It’s not as immediately playful as the CB750, but it brings a level of refinement, speed, and tech that places it firmly among other naked bikes such as the Yamaha MT-10. Despite its power and size, it’s surprisingly approachable. The engine is predictable and tractable, the electronics make it customizable, and the chassis feels solid at both high and low speeds. The Öhlins shock gives it an edge in ride quality, and the Brembo brakes provide plenty of stopping power. And let’s not forget that classic inline-Four sound and performance, a staple among sportbike enthusiasts.
The CB1000 Hornet SP delivers the smooth power delivery and high-pitched wail we love from inline-Fours.
The SP is a bike that feels right at home on a Sunday backroad sprint, on long stretches of freeway, and even in the close quarters of city riding. For experienced riders who want sportbike thrills without committing to clip-ons and race ergonomics, the CB1000 Hornet SP hits the sweet spot.
Honda Hornet Final Thoughts
Honda has given us two very different expressions of the streetfighter with the 2025 Hornet lineup, and both sting in their own way.
The CB750 Hornet is the scrappy boxer that’s lightweight, flickable, and loaded with charm. It’s easy to ride but rewards confidence, and its parallel-Twin delivers just the right amount of punch for real-world fun. It’s ideal for newer riders or anyone who wants a bike that’s as playful as it is practical.
The CB1000 Hornet SP is the polished heavyweight that’s powerful, refined, and high-tech. It brings in serious performance chops from the Fireblade family but is packaged for the street. For seasoned riders who want liter-bike power without sacrificing comfort, this one’s a knockout.
Perhaps the most attractive factor to consider is the price of these enticing machines, with the CB750 Hornet priced at $7,999 and the CB1000 Hornet SP at $10,999. These are competitive prices when considering other naked bikes in their respective classes.
As someone who’s spent a career immersed in the world of motorcycles – from industry launches and product reviews to cross-continental rallies and the personalities that shape our culture – I’ve seen firsthand how the essence of two-wheeled travel extends far beyond the specs of the bike. The machine is the conduit. The real ride? That’s in the stories we gather, the people we meet, and the places that change us. From small town shop tech to famous celebrities – we share the same passion for new experiences.
In The Moment Collectors, Asia, veteran overlander and respected author Sam Manicom has curated a collection that understands this truth at its core. The result is an evocative, 400-page anthology of travel tales that dives deep into the heart of what it means to ride through the world’s most vast and culturally rich continent – Asia.
Manicom has long been regarded as one of the great storytellers of motorcycle travel, and here he takes on the role of editor and guide, gathering 20 diverse voices – from round-the-world legends to first-time road warriors. The book is as textured as the terrain it covers, enhanced with hand-drawn illustrations and photography that add authenticity without distracting from the text.
What’s particularly notable for an industry professional like myself is the range of contributors. Some, like Paul Stewart and Heike Fania, are established names in the adventure travel community. Others, including riders writing publicly for the first time, bring a raw and refreshing vulnerability. This spectrum is what gives The Moment Collectors its staying power – it isn’t just a “greatest hits” of veteran road tales; it’s a living, breathing collection of perspectives.
Elspeth Beard – another legend of global motorcycling – pens the foreword with a fitting reminder: It’s often the interruptions that become the journey. She echoes Ted Simon’s iconic sentiment, and the book’s stories prove it time and again. Plans fall apart. Routes get rerouted. Illness strikes. And somehow, those detours become the very essence of the experience.
Maria Schumacher and Aidan Walsh’s Indian adventure is a perfect example. Inspired by a chance visit to the London ExCeL motorcycle show, they land in Delhi with only visas, helmets, and hope. Their journey is as unpredictable as the traffic, veering from moments of physical trial to emotional revelation. It’s not a polished, Instagram-filtered version of travel – it’s real, and for that reason, it’s compelling.
Later in the book, Manicom and Birgit Schünemann share a different kind of narrative – traveling through Vietnam not on ADV bikes but on $6-a-day automatic scooters. For readers within the motorcycle press, it’s a reminder that the machine matters less than the mindset. It’s the story, not the displacement, that leaves a mark.
Each chapter transports the reader – from the remote white deserts of Chukotka to the high passes of Mongolia – without ever feeling formulaic or forced. As someone who’s viewed hundreds of rider submissions over the years, I can say with confidence: The editorial balance here is exceptional. Manicom’s curation is thoughtful, letting each story breathe while keeping a consistent rhythm throughout the book.
The Moment Collectors is more than a travel book. It’s a time capsule of the motorcycling spirit. It captures the essence of exploration, uncertainty, and resilience in a world that too often seeks control and predictability.
For those of us in the industry – writers, editors, manufacturers, marketers – this book is a reminder of why we do what we do. It reconnects us with the emotional core of motorcycling: the moment when the journey becomes more than the ride.
And for our readers, whether seasoned tourers or daydreaming commuters, this book doesn’t just make you want to ride – it makes you want to remember why you ever started. Five stars for Sam Manicom and for the contributing writers.
Learning new skills, becoming a better rider, and building confidence all in one day? It’s no wonder California Superbike School classes fill up months in advance. (Photos by EtechPhoto.com)
A year ago, I wrote about taking the Level I class of California Superbike School at the NCM Motorsports Park in Bowling Green, Kentucky. It was my first time riding on a track and my first lesson of that type, and I learned a lot – so much that I was worried I wouldn’t be able to remember everything. I’m happy to report that wasn’t the case. I’ve practiced those techniques during every ride since. Twelve months of practice doesn’t make perfect, but it builds confidence and keeps skills sharp.
Students in the class came from all over, including Washington, Illinois, New Jersey, and other distant states. We all had a great time.
When I felt ready for the Level II class, I booked it at the same track. As the date approached, the weather forecast got worse and worse, with severe storms and tornados threatening to rain on our parade. I called California Superbike School the day before the class, and they said to show up rain or shine. Rain is one thing, but tornados are quite another. If the Wicked Witch of the West was around, I’d have asked her for some pointers.
The beautiful NCM Motorsports Park is located close to the National Corvette Museum, a great place to pass the time if you’re in Bowling Green.
I arrived at the track on a cloudy but dry morning. As students checked in at the registration table and sipped coffee, the good folks of CSS hustled to make sure we could get started as early as possible before the weather took a turn. Most of the other students were returning after taking a class the day before. The students I talked to seemed satisfied with their decision to take Level I and Level II back-to-back, although I’m happy to have had a year in between to practice.
My on-track coach, Johnny, introduces himself before our first track session.
We gathered in the classroom and were told the routine would follow the same schedule that I remembered from the year prior, with one group of students in the classroom while a second group was on the track, alternating every 20 minutes or so. The coaches and instructors introduced themselves, and I was happy to see that my on-track coach from last year, Lyle, would be teaching a couple of my classroom lessons. But first up was Dylan Code, the son of CSS founder Keith Code, who runs the school.
Slow, look, lean, roll: Turns out there’s more to it than that! CSS instructors know the science behind the technique, and they know how to explain it.
Dylan told us that Level II’s primary focus was vision, a continuation of the last exercise we completed in Level I. What I didn’t know then was just how much there is to learn about how our eyes work and how that affects the way we ride. Luckily, I’d opened a fresh pair of contacts that morning.
Following Johnny’s advice, I felt my riding improve each lap.
As was the case in Level I, our classroom instructors used a combination of drawing on the whiteboard and showing photos and videos on a projector to walk us through the science behind the techniques we were learning. The videos I found most helpful were of riders’ eyes as they rode a track. We saw how the eyes of beginner riders jumped around the track as they rode, bouncing from place to place. Then we watched a video of a professional racer’s eyes. The difference was, well, eye-opening.
As it turns out, eye discipline is more difficult to master than I would have expected. Just as saying “Don’t think about an elephant” immediately conjures an image of an elephant, telling myself not to look too far ahead or too far back or at other riders or down at the bike’s instrument panel was a sure way to make my eyes snap straight to those locations. As Dylan explained, every millisecond that I was looking elsewhere was a millisecond of important visual information that I was missing out on. Those milliseconds add up.
Coaches follow students during track sessions to observe their progress on the lesson.
With a bit of a headache after our first 20-minute track session, it was back to class for the next lesson as the second group of students headed out on the track. Seeing how much fun they were having, the weather apparently wanted to give it a go as well, and rain and lightning quickly put an end to the second group’s session. We continued our classroom lesson, asking questions and chatting. And then we waited.
Johnny offers some advice on how to improve a turn that I was having trouble with.
As we waited, we took turns on the stationary bike in the paddock as a coach corrected our body positioning. Once everyone had a turn, we were back to waiting. The weather forecast showed a break in the storm coming in a little over an hour. Knowing we’d need to finish the day a bit early to avoid more bad weather later, we ate an early and leisurely lunch so we wouldn’t need a lunch break later. (Don’t worry; CSS keeps the paddock well-stocked with snacks and drinks for students to grab throughout the day.)
Luckily, the track dried quickly after a couple hours of rain. It was only wet for one of our five track sessions.
Once the weather lifted, it was time to get suited up and head back on the track. My on-track coach for the day, Johnny, advised me to put the bike in Rain mode for this session and to ride gently, watching for spots on the track where water had pooled. I took his advice and completed the session without issue. I didn’t mind riding slower, as it gave me more time to think about the exercise and focus on my technique.
The BMW S 1000 R was a blast to ride, although it’s a bigger bike than I’m used to. Shoutout to photographer Brad for helping me deploy the kickstand when I couldn’t reach it.
The track dried quickly, and it was mostly clear by our next session. As was the case in Level I, the lessons followed a logical order and built on each other, allowing students to learn techniques a little at a time instead of confusing them with too much to remember at once. I was once again very pleased with my on-track coach. Johnny’s advice on how to improve in the corners where I was struggling was immensely helpful. It was also a big confidence boost when he pointed out sections of the track where I was doing well. After each track session, we came up with a plan on what to focus on during the next session.
Dry-erase track maps make it easy for coaches and students to develop a plan for the next session.
Due to the weather, I didn’t get a chance to try out the Lean Machine. I did, however, get to try something new that day. In Level I, I had reserved a BMW G 310 R to ride, and I was happy with that choice. But for Level II, I stepped up to the BMW S 1000 R. No, I didn’t need that much power and performance, and the 310 would have been enough for my reserved speeds. But dang if the S 1000 R didn’t put a grin on my face every time I threw a leg over. The only other student who rode an S 1000 R agreed, saying he was now determined to purchase his own as soon as he could. The standard rental bike for the school is the S 1000 RR, although some other options may be available upon request.
Managing eye movement requires lots of focus. Learning the techniques on a track without turning cars or off-leash dogs getting in the way was helpful.
Since we had a smaller class than usual, we were able to finish early despite the lengthy lunch break. Farewells were cut short as students quickly packed up to avoid the incoming storms. I drove two hours home, with tornado sirens wailing at me along the way. Even though I was in my car instead of on a bike, I got in some good vision practice as I forced my eyes to focus on the road instead of being distracted by the weather alerts popping up on my phone.
It was a long day, but I believe every student went home happy. I know I did.
After two classes with California Superbike School, I highly recommend it. Even if you have no desire to start attending trackdays or even to ride a sportbike, the lessons and techniques have greatly improved my street riding and my confidence. Classes run from March to November at tracks across the U.S. Be sure to register early to reserve your spot. You can find all the info at SuperbikeSchool.com.
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