Tag Archives: editors picks

Motor School with Quinn Redeker: Get Off Your Keister

Motor School with Quinn Redeker Get Off Your Keister
Do your spine a favor by getting out of the saddle when you encounter sharp dips and bumps. Follow along in Motor School and we’ll get you sorted. (Photos by Kevin Wing)

Now just hear me out. The title of this column, “Motor School,” is not to suggest that you don’t have a strong work ethic or that you make silly excuses for failing to knock off even the low-hanging fruit from your gargantuan “must-do” motorcycle list. Sure, it would be fantastic if at some point you could remember whether your bike takes glycol-based DOT 5.1 or the silicone-based DOT 5 so we could get your fluids changed, but overall, you’re pretty damn solid in my book.

No, what I’m talking about here is something most street riders – like yourself – would benefit from if they incorporated it in their riding program. I’m talking about momentarily getting your posterior out of the saddle at various points during your street-riding adventure.

I can almost read your mind right now: “Hey there genius, it’s a streetbike, and we sit down when riding on the street.” Or, “Yes Quinn, we know you fancy yourself a motocross guy; stop trying to show off by introducing off-road techniques into every conversation.” I hear you, but in the time it will take you to drink a crisp, refreshing Fresca, I’m going to make my point. I promise. But please drink slowly.

Think back to a time when you were riding on the road and encountered either a steep little lip that bucked you forward in the saddle, a drop-off that bottomed your bike and compressed your spine, or maybe a pothole or dip in the road that jarred your body around. I’m confident you can recount tales ad nauseum where your bike and body got pounded into the ground, thrown up in the air, or pushed around like a greenhorn fishing for king crab in the Bering Sea. Not great.

No matter your age, riding ability, or type of bike you ride, getting your body up and out of the saddle will provide some massive benefits: 1) You can use your legs as additional suspension, so when the bike gets compressed and bottoms out or experiences an aggressive impact through the wheels, you won’t be sitting on the seat to take the brunt of the impact through your body. 2) If your bike momentarily gets “kicked” from a steep, short incline on the road, you won’t be sitting like a pumpkin waiting to be launched from a catapult. Instead, the space your legs create between your butt and the seat can be used to absorb the shock and upward force the bike experiences as it moves over the obstacle.
3) You will have significantly more control of the motorcycle because you will not be getting hit, pushed, compressed, jarred, kicked, or thrown around when faced with roadway imperfections. 4) Lastly, your body will thank you, as you will have far less fatigue and discomfort over the long haul. Let’s face it: All of us have been on street rides where the road looked suspiciously like an asphalt Baja 1000, and our bodies paid the price.

Luckily, there isn’t too much to this technique. However, I’m going to walk you through a few things to think about and practice the next time you ride so you’ll be better able to deal with roadway rumbles you encounter from time to time. First, we need to look at the type of bike you ride. If, for example, you ride an adventure bike, a naked, or a sport-tourer, your footpegs will be (more or less) directly under your body. And because we will be using our legs to press us up and out of the seat, your bike’s ergonomics (the arrangement of the bars, pegs, seat, etc.) are pretty spot on and won’t require any adjustment in foot or body placement prior to executing the technique.

Our goal here is to successfully move our body up and out of the seat 3-5 inches by pressing on the pegs with our feet and using our legs to stand up. What we don’t want to do is use our arm strength to pull on the handlebar and lift us out of the seat, as this will negatively impact our control of the motorcycle by adding unusual and inconsistent forces to the grips, throttle, and levers.

Motor School with Quinn Redeker Get Off Your Keister
Applying this dirtbike hack to your streetbike riding pays huge dividends.

Let’s give this a try. Find a parking lot that is uncrowded and free of traffic hazards and distractions but that has speed bumps or similar. Now what we are going to do is simply approach a speed bump at around 5-10 mph and get our butt out of the saddle at the precise moment the front wheel impacts the obstacle. The result will be that the motorcycle suspension will absorb some of the impact but will also get kicked upward slightly. It will be this additional “kick” that getting out of the saddle mitigates, as our legs will absorb the remaining impact and keep our body comfortable and in control.

A few notes here: Stay out of the saddle as both tires traverse the obstacle (don’t stand-sit-stand-sit) while squeezing the tank with your thighs to maintain stability and a good connection with your motorcycle. If you feel yourself pulling on the handlebar or otherwise feel that control of the motorcycle suffers, work to stay centered and balanced (no pulling with your arms) during the point at which you push with your legs to get out of the saddle while maintaining a high visual horizon with your head and eyes.

That Fresca is better than you thought, isn’t it?

Okay, next exercise: We need to locate an area that provides a nice dip or “G-out” in the road. You might already have a pesky spot in mind from a regular ride route or you can think of a driveway into a parking lot that has a steep angle, compressing the bike uncomfortably hard when you enter it. Wherever it is and as long as it’s safe to practice on, the same rules apply: Keep your speed around 5-10 mph and lift your butt out of the saddle as your wheels (and thus suspension) impact the obstacle. In this case, the forces you encounter will compress you rather than kick you like the speed bump did. Still, the process of getting out of the saddle is the same, and we still squeeze the tank with our legs and maintain gentle control of the bike with our hands.

Hey, I saw that side-eye just now. Let me guess, you have a touring bike with footboards, a heel-toe shift lever, and a forward-mounted brake pedal? There is no way to get out of the saddle as proposed, you say? Sure there is. We just need to make a few adjustments.

Touring bikes and cruisers often place your legs and feet more forward, so if you were to press with your legs, it would just push you back on the bike rather than up and out of the saddle. So we need to move our feet back. Yes, that means using the balls of our feet to contact the rear portion of the footboards to help get our feet under us. And yes, that might also mean that we think about removing the heel shifter that blocks the left footboard from allowing your foot to rest there. Other than that, it’s the same. In fact, I tested a Harley-Davidson Street Glide for a few weeks when I was a motor officer for Ventura PD, and that damn bike wanted to buck me all over the place when the speeds picked up. But these techniques calmed things down and saved my body in the meantime, so I know it works on your bike.

Now I’ll be happy to go over any of this with you, but first let’s knock back a few more Frescas. I’m thirsty.  

Quinn Redeker wears Lee Parks Design gloves exclusively. Find Quinn at Police Motor Training.

See all Motor School with Quinn Redeker articles here.

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Source: RiderMagazine.com

2026 Motorcycle Buyers Guide: New Street Models

This 2026 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. As with previous buyers guides, we will also include 2027 teasers as soon as manufacturers let us know about them. We will continually update this guide as new models are available, so be sure to bookmark this page and check back often.

Check out our 2025 Motorcycle Buyers Guide: New Street Models

Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks or – when available – Rider‘s first rides, road tests, and video reviews of the motorcycles.

2026 BMW R 12 G/S

2026 BMW R 12 G/S Preview
2026 BMW R 12 G/S in Light White

Inspired by the BMW R 80 G/S of the 1980s, the new 2026 BMW R 12 G/S puts an off-road spin on the existing R 12 roadster. Its engine remains the same air-/oil cooled, 1,170cc boxer with DOHC, and it comes with a 6-speed and shaft drive. Also carrying over from the R 12 family is the one-piece tubular bridge steel frame, with a tubular steel rear frame bolted on. The R 12 G/S’s footpegs are positioned under the flat solo seat and the aluminum tube handlebar is positioned high and close to the rider, and standard seat height is 33.9 inches. The G/S rides on 21-inch front and 17-inch rear cross-spoke wheels, and suspension is fully adjustable with 8.3 inches of travel up front and 7.9 inches in the rear. Ground clearance is 9.4 inches. The bike includes ABS Pro, three ride modes, Engine Drag Torque Control, traction control, full LED lighting, a round instrument display, and a 12V socket.

The 2026 BMW R 12 G/S comes standard in Night Black Matte with an MSRP of $16,395. The nostalgic Light White paint option includes G/S graphics and a red seat, and the Option 719 Aragonit option includes Sand Rover Matte / Racing Red Matte / Mineral Gray Metallic Matte paint. 

Read our 2026 BMW R 12 G/S Preview

2026 BMW R 1300 R

2026 BMW R 1300 R
2026 BMW R 1300 R Performance in Light White

Replacing the BMW R 1250 R is the new 2026 BMW R 1300 R. It receives the same updated 1,300cc liquid-cooled boxer as the R 1300 GS. Displacement is increased from 1,254cc to 1,300cc. Horsepower is increased from 136 hp to 145 hp at 7,750 rpm, and peak torque is increased from 105 lb-ft to 110 lb-ft at a slightly higher 6,500 rpm. The new powertrain has a weight savings of 14 lb compared to the previous one. The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. Ergonomics are updated for a sportier, more aggressive riding position. Slightly rear-set footpegs and a flatter handlebar position the rider farther over the front wheel for improved front-end feedback. Standard seat height on the base model is 30.9 inches. Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension. Ride modes include Rain, Road, and Eco as standard, and engine Drag Torque Control, Dynamic Traction Control, and Integral ABS Pro are standard. 

The base 2026 BMW R 1300 R is available in Snapper Rocks Metallic. The Exclusive variant features Racing Blue Metallic, the Performance variant comes in a Lightwhite color, and the Option 719 Kilauea variant has a Blackstorm Metallic color. Pricing starts at $16,595.

Read our 2026 BMW R 1300 R Preview

2026 BMW R 1300 RS

2026 BMW R 1300 RS Preview
2026 BMW R 1300 RS in Racing Blue

The 2026 BMW R 1300 RS sport-tourer is updated with a more powerful engine, revised styling, more aggressive ergonomics, a new chassis, and more – all aimed to make the machine sportier than its predecessor. The engine is the same updated liquid-cooled 1,300cc boxer as in the R 1300 R above, making 145 hp and 110 lb-ft. Ride modes include Road, Rain, and Eco as standard, with Eco working in collaboration with BMW ShiftCam technology to maximize range. The sheet-metal steel frame is also new and is said to offer higher levels of stiffness and a more compact package than the previous frame. The previous tubular-steel subframe is replaced with a die-cast aluminum unit. Rear-set footpegs and a flatter handlebar position the rider farther forward over the front wheel. The handlebar is also 1.4 inches wider than before. Seat height is 31.1 inches. Also new is a 47mm inverted telescopic fork and revised EVO Paralever suspension, offering 5.5 inches of travel up front and 5.1 inches in the rear. 

The BMW R 1300 RS comes standard in Racing Blue. The Style Triple Black variant includes Black Storm Metallic paint. he Option 719 Cuyamaca variant comes in Brooklyn Gray Metallic paint, and the Style Performance option comes in Light White. Pricing starts at $16,995.

Read our 2026 BMW R 1300 RS Preview

2026 BMW R 1300 RT

2026 BMW R 1300 RT
2026 BMW R 1300 RT in Option 719 Camargue

The 2026 BMW R 1300 RT is updated to make it even more capable and comfortable for long-distance touring. The engine is the same updated liquid-cooled 1,300cc boxer as in the R 1300 R above, making 145 hp and 110 lb-ft. Ride modes include Road, Rain, and Eco as standard. The frame has been updated to a new steel sheet metal unit, said to offer more stiffness than the previous frame. Also new is an aluminum lattice tube subframe, which also allows two-stage seat height adjustment for the rider’s seat and longer, more comfortable seats for both rider and passenger. Suspension is upgraded with electronically adjustable EVO Telelever and EVO Paralever systems, offering 5.9 inches of front travel and 6.2 inches in the rear. New 17-inch cast-aluminum wheels shave 3.0 lbs compared to the previous wheels. Fully Integral ABS Pro comes as standard. As standard, the RT also comes with two 27-liter saddlebags that have been redesigned to fit more closely to the motorcycle without sacrificing passenger legroom.

The 2026 BMW R 1300 RT base model comes in Alpine White with Mineral Gray Metallic Matte. The Style Triple Black comes with Black Storm Metallic paint, the Style Impulse version is in Racing Blue Metallic paint, and the Option 719 Camargue option comes in Blue Ridge Mountain Metallic paint. Pricing starts at $22,495.

Read our 2026 BMW R 1300 RT Preview

2026 Triumph Speed Triple 1200 RX

2026 Triumph Speed Triple 1200 RX Preview
2026 Triumph Speed Triple 1200 RX

Limited to only 1,200 units worldwide, the new 2026 Triumph Speed Triple 1200 RX takes the updated 2025 Speed Triple 1200 RS to the next level. The clip-ons are 2.71 inches lower and 2.04 inches farther forward than on the RS, while the footpegs are 0.57 inch higher and 1 inch farther rearward to create a more focused riding position. Complementing the RS’s new Öhlins SmartEC3 semi-active electronic suspension, the RX receives an integrated Öhlins SD EC steering damper. The RX also received a new Akrapovič muffler with a titanium outer wrap and mounting bracket and a carbon fiber endcap and exhaust valve cover, finished with a laser-etched Akrapovič logo. The upgraded performance seat features an embossed RX logo. All other components are carried over from the Speed Triple 1200 RS.

The 2026 Triumph Speed Triple 1200 RX comes in Triumph Performance Yellow and Granite with an MSRP of $21,495.

Read our 2026 Triumph Speed Triple 1200 RX Preview

2026 Triumph Trident 660 Triple Special Edition

2026 Triumph Trident 660 Triple Tribute Special Edition
2026 Triumph Trident 660 Tribute Special Edition

Due to the popularity of the 2025 Special Edition model, Triumph has announced a 2026 Triumph Trident 660 Special Edition version with new colors. Compared to the 2025 Special Edition, the 2026 version will also benefit from the model’s updates announced for the 2025 model year, including optimized cornering ABS and traction control, the Triumph Shift Assist up/down quickshifter, cruise control, and Sport ride mode to join previous Road and Rain modes. Finally, the Showa 41mm inverted fork was upgraded to a Separate Function Fork-Big Piston version. The 2026 model retains the 2025’s special Cobalt Blue and Diablo Red highlights, along with the ’67 race number graphic on the tank, but the white of the previous model is swapped for glossy Sapphire Black paint for the new edition. Diablo Red wheels, a flyscreen with graphic details, and sculpted belly pan are also included. 

The 2026 Triumph Trident 660 Triple Tribute Special Edition will be available starting at $8,745.

Read our 2026 Triumph Trident 660 Triple Special Edition Preview

The post 2026 Motorcycle Buyers Guide: New Street Models appeared first on Rider Magazine.

Source: RiderMagazine.com

Rev’It Marley Ladies SK Motorcycle Jeans Review

Rev'It Marley Ladies SK Motorcycle Jeans Review
The Rev’It Marley Ladies SK Motorcycle Jeans offer protection and comfort, whether on the bike or while walking around. (Photos by Jake Williams)

When time allows, I enjoy getting off the bike and walking around during a ride. It gives me a moment to stretch out and an opportunity to explore some new places. Unless I’m riding hard to make it to my destination by nightfall, you’ll often find me stopping at a coffee shop or taking some fresh air on a short hiking trail at a roadside historical marker. On rides like these, I need gear like motorcycle jeans and boots that works both on and off the bike.

Rev’It’s Marley Ladies SK Jeans have been some of my favorite walking-around riding jeans so far. They look and feel like regular streetwear but include the protection that I want out of motorcycle pants. They’re made of Cordura denim and feature safety seams that keep the shell together even if the visible seam is torn. They also come with SeeSmart CE Level 1 knee protectors and have pockets for SeeSmart CE Level 1 hip protectors (sold separately; $23.99 per pair).

Rev'It Marley Ladies SK Motorcycle Jeans Review

The Marley Jeans have a skinny fit that hugs the rider’s hips, thighs, and calves. I prefer a skinny fit on motorcycle jeans so that I have the option to easily tuck the legs into my boots or roll them up without extra fabric in the way, but Rev’It also offers jeans of other fit types. They’re mid-rise and fit comfortably around my waist, and they have enough stretch for ease of movement while still feeling durable.

Two back and two front pockets are spacious enough for a slim wallet and my keys, and there’s another small pocket on the inside of the waist that makes a convenient hidden spot to store a bit of cash. They also include some reflective material at the turn-up of the hem. They feature a medium blue wash that works well with a variety of looks and styles, and I haven’t noticed any color fading after several months of wearing and washing the jeans regularly.

Rev'It Marley Ladies SK Motorcycle Jeans Review

My only complaint is that I would prefer more than only two length options, as the shortest 30-inch inseam option is still too long for my short legs. This issue won’t be a problem for most riders, and the hems are easy to roll up to my preferred length. The other length option available is 32 inches.

The Marley Jeans offer an ideal blend of protection, comfort, and style for my purposes. While wearing them, I often forget that I’m wearing motorcycle jeans instead of regular jeans because they aren’t bulky or stiff like some other motorcycle jeans and the thin and flexible knee protectors don’t put any pressure on my knees. They’ve become my go-to motorcycle pants for when I’m running errands on the bike or meeting up with friends and know I’ll be walking. 

Read all of Rider’s apparel reviews here

The Rev’It Marley Ladies SK Motorcycle Jeans come in women’s sizes 24-36 for $179.99, and Rev’It offers a 30-day return period and a two-year warranty.

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Source: RiderMagazine.com

Alpinestars Oscar Monty V2 Motorcycle Boots Review

Alpinestars Oscar Monty V2 Motorcycle Boots

There is a thriving retro/modern trend in motorcycling. Virtually every motorcycle brand now offers models that hearken back to a golden era of the sport but employ modern features and technology. Alpinestars’ Oscar Monty V2 motorcycle boots shoehorn very nicely into this new-meets-old movement.

The newest iteration of the Monty lace-up boots are a celebration of the work boots of the ’60s and ’70s. Many of us of a certain vintage wore this style of boot below rolled-up Levi’s jeans in the time of Creedence Clearwater and 2-strokes. Heck, you can almost smell wafting premix just looking at these things.

Alpinestars Oscar Monty V2 Motorcycle Boots

I had the chance to put the Alpinestars Oscar Monty V2 motorcycle boots to a full test in a recent ride along the banks of the Colorado River. The three-state tour included street riding, dirt forays, and a bit of hiking. Spoiler alert: The Monty boots are a new personal favorite.

First, let’s get to the design. The boots are constructed of full 1.4-1.6mm bovine leather. They feature a moc-toe that Alpinestars has designed specifically for motorcycling. The seams in the toe area are relegated to the front and outside of the boot so that they don’t interfere with movement above and below the shifter. The off-white, wedge outsole is also designed to be grippy and comfortable but without undue height. The aesthetic of the Monty boots is spot-on in this scribe’s opinion.

Alpinestars Oscar Monty V2 Motorcycle Boots

Importantly, that aesthetic in no way outshines the Monty’s safety features. The CE-certified boots incorporate dual-density ankle medial and external cup protectors to offer critical protection in the ankle area. There is also engineered reinforcement in the heel counter and toe box. The heavy leather and motorcycle-specific armoring inspire confidence.

As mentioned, the Oscar Monty V2s are a lace-up style, but they also feature a sturdy, hidden zipper on the inboard side of the boot. With the robust leather and full armoring, these boots can still be a bit challenging to get on, especially when new. However, that is a small price to pay for this level of protection and comfort.

Alpinestars Oscar Monty V2 Motorcycle Boots

So how do these boots perform in the real world? They work exactly like motorcycle boots should on the road. There is no need for the exaggerated movements above and below the shifter that make conventional work boots a pain on a motorcycle. The sole is stiff enough in the arch area that standing on the pegs is comfortable and secure. In the dirt, the boots eclipse road-only boots in stability and surefootedness. Finally, the Monty boots are comfortable when the kickstand goes down, even on longer hikes in the dirt.

Read all of Rider’s apparel reviews here

The Alpinestars Oscar Monty V2 motorcycle boots will not be collecting dust in my closet. While they will not fully replace my pure dirt boots or my technical, street-specific treads, their usefulness range eclipses either of those other offerings. They are ultra-competent and comfortable boots that also happen to look cool. They’re available for $269.95 in sizes 8-14.

The post Alpinestars Oscar Monty V2 Motorcycle Boots Review appeared first on Rider Magazine.

Source: RiderMagazine.com

Royal Enfield INT650 Accessories Review

Royal Enfield INT650 Accessories Review
We install and review 15 Royal Enfield INT650 accessories, including mirrors, luggage, protection, seats, mufflers, and more.

I’m the proud owner of a 2021 Royal Enfield INT650, which has the perfect blend of old-school charm and modern reliability. Riding my bike feels like traveling through time, minus the oil leaks, dodgy electrics, and outdated components of a true vintage motorcycle. The INT650 is beautiful yet simple, and the factory Royal Enfield INT650 accessories echo this aesthetic. They are not over-designed, just straightforward and high-quality, contributing to the bike’s timeless style.

My upgrade journey began with bolt-on parts, which required some time, effort, and tools for installation. I added the following to enhance the INT650’s curb appeal: Silver Oil Cap ($46.49), Handlebar Clamp ($44.49), Handlebar Brace Pad ($40.79), Heel Guard ($51.49), Intake Cover ($72.95), Bar End Finisher ($65.95), and Black Touring Mirrors ($239.95).

Royal Enfield INT650 Accessories Review Black Touring Mirrors
Black Touring Mirrors

Next, I sampled two different seats: the Brown Signature Bench Seat ($189.99) and the Black Premium Touring Dual Seat ($219.95). Both transformed the bike’s comfort and style, providing a noticeable improvement over the stock seat. Swapping seats is effortless, thanks to the INT650’s simple latch mechanism. The Brown Signature Bench Seat is ideal for in-town riding and short trips, while the Black Premium Touring Dual Seat is perfect for long-distance travel.

Emboldened by my early successes, I tackled the more time-intensive installations. The Black Aluminum Sump Guard ($115.95) required finesse due to tricky header fasteners. However, removing the exhaust mounts was easy. Keeping the fasteners loose during installation made a world of difference, allowing me to align the separate mounts.

Royal Enfield INT650 Accessories Review Handlebar Brace Pad and Clamp
Handlebar Brace Pad and Clamp

Next, I moved on to the Fork Gaiter Kit ($57.95). I’ll admit, I didn’t follow the instructions to the letter. Instead, I employed a quicker method I found online, which involved stretching the gaiter over the axle and fender mounts. While it wasn’t the recommended approach, it saved me time and frustration. After some wrestling, I successfully installed the gaiters, albeit with a few choice words uttered under my breath. In hindsight, following the instructions might have been the wiser choice, but the result looks great, and the gaiters retained their original shape.

The Black LED Indicators ($109.99, seen on the lead photo) were a breeze to install, thanks to clear instructions. Up front, disassembling and rewiring the light for the new indicators was a straightforward process. However, the rear fender and light components required more time and effort to disassemble and reassemble. Despite the extra work, the result was well worth it – the new LED indicators provide improved visibility and a sleek look.

The Pannier Mounting Kit ($67.99), which consists of matching tubular steel pannier rails, was straightforward, requiring minimal brain power and only some fastening to the rear mounts. The 8.5-liter Soft Panniers ($274.95) easily drop onto the mount and clip in, providing convenient storage.

Royal Enfield INT650 Accessories Review Pannier Mounting Kit and 8.5-liter Soft Panniers
Pannier Mounting Kit and 8.5-liter Soft Panniers

The pièce de résistance was the S&S Slip-On Mufflers ($899.99). When I first researched the INT650, one of the selling points for me was the potential for a deep, throaty exhaust note. I wanted a bike that would turn heads, not just with its looks but also with its sound. The S&S Slip-On Mufflers delivered exactly that. Using the original bracket, I simply connected the new mufflers and twisted them onto the pipes. The resulting sound – a rich, deep rumble – was music to my ears, the perfect complement to the INT650’s classic style.

Royal Enfield INT650 Accessories Review Brown Signature Bench Seat
Brown Signature Bench Seat

With all accessories installed, I took my INT650 for a spin. The accessories significantly enhanced the riding experience, addressing both practical and aesthetic concerns. The Black Aluminum Sump Guard and Fork Gaiter Kit provided peace of mind, protecting vital components from road debris and potential damage. This added layer of security allowed me to focus on the ride, knowing my bike was better equipped to handle the unexpected.

The Black LED Indicators proved a substantial upgrade, emitting a brighter, more visible signal that catches the attention of fellow road users. Their enhanced visibility reduced the risk of accidents and increased my confidence while navigating busy roads. For long-distance travel, the Pannier Mounting Kit greatly expanded my carrying capacity, enabling me to pack essentials and comforts without compromising style or agility. Lastly, the new Black Touring Mirrors exceeded expectations, offering crystal-clear visibility and minimal vibration even at high speeds. Their sleek, understated design aligned perfectly with the INT650’s classic aesthetic, eschewing unnecessary embellishments for a clean, streamlined look.

Royal Enfield INT650 Accessories Review Black Premium Touring Dual Seat
Black Premium Touring Dual Seat

These thoughtful upgrades harmonized to create a more refined, enjoyable, and secure riding experience – one that showcases the INT650’s inherent potential and left me eager to tackle the next adventure.

See all of Rider‘s Parts & Accessories Reviews here

Throughout this process, I learned the importance of familiarity with the bike and acquiring the necessary tools for future maintenance. Royal Enfield’s accessories exceeded my expectations in terms of quality and installation ease. While some installs were challenging, online resources and forums provided valuable guidance. If I were to do it all again, I’d be more organized and prepared with the right tools. Nevertheless, the experience has been incredibly rewarding, and I highly recommend Royal Enfield’s factory accessories to INT650 owners seeking enhanced style, comfort, and performance.

The post Royal Enfield INT650 Accessories Review appeared first on Rider Magazine.

Source: RiderMagazine.com

The Lost Sierra: Northern California Motorcycle Ride

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
The Yuba River cleaves the heart of The Lost Sierra along this Northern California motorcycle ride. (Photos by the author)

Editor’s note: This story was originally published in the October 2004 issue.

The phone rings. It’s Werner Wachter calling from Austria. “You vill come to Sacramento this weekend to my Edelweiss presentation at A&S BMW?”

It’s a question, but it sounds more like an order. I once asked Wachter, “What’s the difference between a German and an Austrian?” His response was subtle. He didn’t speak to me for months.

Anyway, of course we will come to Sacramento this weekend. It’s the end of March. We are enjoying a temporary respite in the usually Stalingrad-like winter here in greater Bieber in Big Valley on the high plains of northeast California. My Gold Wing’s battery is beginning to need me. And it has been way too long since I’ve seen the man who proposed to my wife more than 20 years ago on a rocky mountaintop in the Negev Desert. God, had only she accepted, what I would have saved…

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
Mount Lassen, at 10,457 feet, in all its glory from an overlook on State Route 44 near Old Station.

The concept here is to ride 300 miles to Sacramento the fast way, west on State Route 299 over a couple of mountain passes and through one riverine canyon to Redding, then south on Interstate 5 down the long green riparian corridor of the Sacramento Valley. Then, after Wachter schnozzles up the riders at A&S BMW (located in the Sacramento burb of Roseville, the biggest Beemer dealer in the United States) on the many benefits of riding the Alps with Edelweiss, I shall lead him on an interesting route back to Big Valley for a short course in alfalfa farming and the putative wisdom of moving about as far from Los Angeles as one can get.

Northern California Motorcycle Ride The Lost Sierra Favorite Ride

It goes well. Wachter’s slide show is a stunning revelation of the truth and beauty of a moto tour of alpine Europe. It made me remember drinking grappa in the moon shadows of the Jungfrau. 

Through the good offices of A&S BMW, Wachter secures the loan of a black and white BMW R 1150 RT-P Police Special. It is equipped with those lights and that siren, and on two occasions during the ride home, Wachter plays cop behind me and scares off a couple of the few years remaining to me and my loyal friend and passenger, Pam. The route home that I select, at least two thirds of which I’ve never ridden before, is a chancy high road in late March involving 6,700-foot Yuba Pass in the northern Sierra Nevada: Interstate 80 east to Auburn, then State Route 49 northeast to Calpine, then SR-89 northwest to SR-299, then eastward on the short final hop to the valley we love.

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
Stay here and let the river lull you to sleep.

Rolling north on SR-49 in the waning afternoon, it doesn’t take long to escape the densely populated suburbs and traffic that surround the state capital of Sacramento. However, within an hour, we are for all practical purposes alone at last, riding rapturously in a deep canyon along the north fork of the Yuba River, the road every bit as sinuous and captivating as the river itself. This northern section of the Sierra Nevada is known as “The Lost Sierra” for good reason. Regional population peaked at 7,340 in 1860 when the gold rush was in full swing and then began to wane as the mines played out. The contemporary head count is 3,584. Locals think this lovely trend is due to the rugged vertical terrain that seems to defy contemporary development, and we are not here to argue. At a pit stop, with the light failing and the temperature plummeting, Wachter queries me again. “Where have you made reservations for the night?”

See all of Rider‘s California tour stories here.

Reservations? We don’t need no stinking reservations. We round a bend of the road and there in all its charming magnetism, tucked away in an alpine gorge at the confluence of the Yuba River and the Downie River, are the twinkling lights of the fetching historic burg of Downieville. We ride across a bridge and pull into a place that looks like a bucolic illustration on a postcard, The Downieville River Inn and Resort, where the rooms are located 50 feet or so from the sonorous riffles of the river. We are greeted by manager Jamie Alichwer who says, “Glad you’re here, of course we can put you up for the night.” Ah, the no-plan method of motorcycle touring, it has always borne for me the sweetest fruit.

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
Population here in 1860: 7,340. Now: 3,584. They don’t call this northern part of the Sierra Nevada “lost” for nothing.

Downieville highlights: The best calamari steaks we’ve ever had at The Grubstake. After dinner I whip Wachter three games of eight-ball in a row at the favored local saloon, the St. Charles. In the morning, during breakfast at the Downieville Diner, I ask a sheriff’s deputy seated at an adjacent table if they’ve recently used the historic gallows still fitted with a noose that remains standing near the county courthouse located just behind the inn. He looks up at me from his plate of eggs and says with a friendly smile, “Not yet.”

“Bikers Beware: Dead Man’s Curves Next 15 Miles.” This sign nailed to a pine tree along SR-49 near Sierra City just as the road begins to wind tightly up to the top of Yuba Pass only amplifies the warning we heard in Downieville. Watch the snowmelt, the blind curves, the rocks. Many riders have gone rubber side-up here. Since Wachter and I have both known the pain of that experience, we proceed with more caution than usual, and the reward at the top of the pass is a stunning eagle’s view of the sprawling green floor of the biggest alpine valley in North America, Sierra Valley, where working ranches date back to the 1800s and, like so much else here, seem little changed from quieter days.

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
Historic gallows, downtown Downieville.

Give a look at the map at SR-89 as it plunges north from Calpine to Lake Almanor through the heart of Plumas County in Feather River country and then farther north as it continues through Lassen National Forest. Notice the distinct dearth of dots and lines and wonder no longer why this vast region of northeast California is often referred to by the relative few who live here as the California no one knows. The wonder of it is not lost on Wachter. He keeps referring to the possibility of a new Edelweiss U.S. tour. He wants to go swimming in Lake Almanor where the water is almost too cold for the trout this time of the year. He does go swimming in Lake Almanor. Pam and I watch him splashing and turning blue from the shore. She asks me, “Is he crazy?” “Of course he is,” I reply, but he’s one of the happiest guys I know, and there’s a lesson in him that isn’t lost on me either.

Lassen National Park may not be rideable yet, but the view of the immense volcanic mountain sheathed brilliantly white from an overlook above Old Station on our detour route on SR-44 is another sight that shocks up understanding that a woman is the true ruler of this planet, Ma Nature herself. There are people still living here who remember her wrath when Mount Lassen spewed roaring rivers of molten rock aglow with hellfire in 1915. That it is going to happen again one day is a foregone conclusion.

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
What, you don’t like blind decreasing radius corners?

From this point, the final 60-mile leg to Bieber in Big Valley is all home ground to me. One more stop seems required, Burney Falls State Park, located on SR-89 just a few miles north of its junction with SR-299. A hundred million gallons a day gorge up from volcanic basalt to create Burney Creek, and then all that water falls off a 130-foot cliff into a misty gorge lined with huge old-growth fir and pine, every tree soaring up to heaven with enough board feet to frame a mansion. We take the short one-third-mile hike down to the base of the roaring falls and into the mist where the air is as clean and tart as freezing watercress.

We have a great time at home in Big Valley. I show Wachter the farm machinery, the wells, the irrigation lines, the golden sweep of the still dormant fields, the lonely beauty of the high plains. He understands why I moved here 10 years ago from SoCal. But he has promises to keep down there, at Keith Code’s California Superbike School at Willow Springs Raceway. He wants me to go with him, but I tell him I go to superbike school every night, in my dreams. 

Northern California Motorcycle Ride The Lost Sierra Favorite Ride
The roaring beauty of Burney Falls.

As he’s re-packing his bike to leave a few mornings later, I warn him again about the lucky break we’ve had in the weather, and it’s changing fast as a light snow begins to blow in from the southwest. “Head west to the valley,” I tell him, “take the low road.” “No,” he says, “I want to go east on an interesting route.” “What about the weather, ice on the road?” He drills me with that look of the old empire in his eyes and says simply, “We are men.”

Wachter, I love you because you’re far crazier than I am and so I know, for me at least, there is hope.

See all of Rider‘s touring stories here.


Denis Rouse Contributor Headshot

Denis Rouse is the founding publisher of Rider. He and Werner Wachter were friends for many years and rode together throughout the U.S. and abroad. Wachter passed away in 2021; Rouse wrote an obituary that can be found in the March 2021 issue and on the Rider Magazine website.

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Touratech Aventuro Carbon Pro Adventure Helmet Review

Touratech Aventuro Carbon Pro Adventure Helmet Review
We test the third edition of Touratech’s Aventuro Carbon Pro adventure helmet, which features many upgrades over the previous iterations.

After releasing its now-iconic aluminum panniers in 1992, Touratech quickly became a trusted name in the adventure motorcycling community. I’m a huge fan and have used their Zega panniers on all my adventure bikes since 2012, from a Suzuki V-Strom DL1000 to a KTM 1190 Adventure R and now a Ducati DesertX.  

Touratech Aventuro Carbon Pro Adventure Helmet Review

The German-based company then moved into bike protection and apparel. When Touratech launched its Aventuro Carbon helmet manufactured by NEXX in 2015, it was okay – but not for me due to its shape that crushed my temples. The second edition arrived in 2018 with a much better fit, but it still had some quirks, such as poor ventilation and complicated removal of the peak visor.  

But Touratech nailed it with the third edition, the Aventuro Carbon Pro. This iteration signals a significant overhaul, from lighter weight to simple visor and faceshield removal. It is now an ideal helmet for quickly transforming between street (no peak), off-road (no faceshield), or ADV configurations.  

Having tested the Carbon Pro in my typical size medium across varied terrain for over 3,000 miles – from 300-mile highway stretches to single-track trails and everything in between – I can confidently say that Touratech’s Aventuro lid finally works for me. And it does one hell of a job.  

Touratech Aventuro Carbon Pro Adventure Helmet Review

The first thing you notice about the Aventuro Carbon Pro is its weight – or rather, the lack of it. This is thanks to its X-Pro carbon-fiber construction. At just 3.8 lb in medium with the peak installed, the lid rivals the weight of the Arai XD-4 and XD-5. This reduces fatigue, a helpful advantage on those longer adventure rides when transitioning between standing and sitting and you need every ounce of energy for focus and safety.  

The redesigned peak enhances aerodynamics due to repositioned slits that cut through the wind. This is especially noticeable when standing during higher-speed sections. Do you have a longer highway section coming where a visor is no longer needed, and you’re seeking even better aerodynamics? Simply take off the peak by removing three fasteners, which takes less than a minute. The quick-release mechanism, upgraded with metal threads, feels secure and reliable, much better than the flimsy plastic fasteners found on some competitors’ helmets. 

Touratech Aventuro Carbon Pro Adventure Helmet Review

This design also simplifies tasks like removing the shield for cleaning, adding a Pinlock insert, or swapping to a tinted faceshield. Do you want to remove the faceshield altogether for some goggle action off-road? No problem. The design makes it simple, and the helmet has a goggle strap holder in the rear to keep things from slipping around.  

See all of Rider‘s helmet reviews here.

Next is better vision and, what is lacking in most helmets, a good fit with prescription glasses. The Aventuro Carbon Pro offers more peripheral vision with an eyeport that is 15% wider than the previous iteration. Touratech’s attention to detail also excels in how the helmet accommodates prescription glasses, offering a snug but comfortable fit that eliminates the pressure points I’ve experienced with other models, especially the first-edition Aventuro.  

Touratech Aventuro Carbon Pro Adventure Helmet Review

I use thin, wireframe glasses for adventure riding, but I can also wear my larger-framed glasses with the Aventuro Carbon Pro without issue. For those familiar with Arai, this Touratech lid has a similar intermediate-oval shape, which caters to most riders, including me. Take note: The lid will feel snug on initial fit, but once this broke in, the comfort set in and continued to ascend as I wore it more and more.  

With eight intake vents and four exhaust vents, the ventilation has improved dramatically over previous editions. My head remained cool and dry even on hot, humid rides when temps were well over 100 degrees. The improved airflow distribution channels in the EPS liner help maximize airflow. Another standout feature is the dual-function chin vent, which directs air to your face and helps prevent fogging on the shield – a small but crucial detail for all-weather riders like me in the Northeast. 

The vents were also improved for easier use with gloves, and they seal well in colder months. I’ve ridden with the helmet in temperatures around 30 degrees, and even without a balaclava, my head remained warm.  

Touratech Aventuro Carbon Pro Adventure Helmet Review

The revamped moisture-wicking Coolmax liner system is a standout feature that complements the helmet’s improved airflow. The liner is softer and more breathable and includes a new cheek-pad locking mechanism that ensures everything stays securely in place during rides. The liner is easily removable for washing or replacement. The contoured cheek pads add comfort and are equipped with NEXX’s Fast Release System for added safety. A newly designed lever mechanism firmly locks the pads in position, eliminating the hassle of shifting or loosening. To top it off, reflective panels on the underside of the cheek pads enhance visibility in low-light conditions, providing an extra layer of safety for riders. 

Of course, no helmet review would be complete without addressing safety.  

Touratech Aventuro Carbon Pro Adventure Helmet Review

The Aventuro Carbon Pro adventure helmet meets both DOT and ECE 22.06 certifications, ensuring top-tier protection. The helmet’s carbon-fiber shell is impressively sturdy yet flexible enough to absorb impact forces efficiently while keeping the weight low.  

In other ADV-forward details, the Aventuro is equipped with a screw-on flat plate for securely mounting an action camera on either side of the helmet and a screw-down universal mount designed for the top. The helmet is fully compatible with intercom systems, featuring dedicated speaker cavities, wire routing channels, and a convenient space for clamping the unit securely. 

Final Thoughts: Worth the Investment? 

The Aventuro Carbon Pro is a testament to the Touratech’s commitment to adventure motorcycling. Every detail, from the improved peak design to the enhanced field of vision, has been carefully designed to cater to the needs of serious riders. The starting price point of $699 is on par with or lower than many premium helmets, and the combination of lightweight construction, advanced safety features, and comfort on and off the road makes it worth every penny. 

Touratech Aventuro Carbon Pro Adventure Helmet Review

Touratech has set a new benchmark in the adventure helmet market, one that is finally a go-to for serious on- and off-road adventure riding. My only question is, how much better will the fourth edition be? 

The Touratech Aventuro Carbon Pro adventure helmet is available in sizes XS-3XL in solid colors (Black or White) for $699 or graphics (Core, Rallye, or Sport) for $749. For additional information, visit the Touratech-USA website

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Admore Light Bar Pro Motorcycle Lighting System Review

Admore Light Bar Pro Review Motorcycle Lighting System

For riders looking for more rearward-facing conspicuity while out on the road, Admore’s Light Bar Pro (LBP) is a programmable and multi-functional motorcycle lighting system that acts as an additional taillight, brake light, turnsignal indicator, and hazard light. It consists of 81 high-intensity red/amber LEDs in a weatherproof aluminum enclosure measuring 7.9 x 1.3 x 0.7 inches. A bracket is included for installation on any flat surface of your motorcycle, including the license plate, and the lens is available in clear or smoked (as shown here).

The LBP is fully CANBUS compatible and controlled via Bluetooth on the free Admore Connect app for iOS or Android. There, the rider can fine tune brightness of the various lighting functions, as well as brake light strobe count, speed, and other various functions, including a parade procession mode lightshow. In addition, an integrated Bosch accelerometer activates the brake light function in the event of sudden deceleration (like a hard downshift), which can be adjusted for sensitivity via the app. As more features become available, the app can be used to update the LBP’s firmware.  

Admore Light Bar Pro Review Motorcycle Lighting System

Installation is very simple. Find a flat surface on the rear of the motorcycle and mount the included bracket to it, or flush mount the LBP as per your preference. Proceed from there to cleanly route the wiring and make the wiring connections. There are five wires to connect – brake light, taillight, left signal, right signal, and ground – and Posi-Tap connectors are included for all. If you’re confused about which wires to connect to on your motorcycle’s wiring harness, Admore has a large archive of wire colors by manufacturer on its website for reference.  

For maximum visibility, I elected to mount my Light Bar Pro on the underside of the factory top case on my 2007 Vespa GTS250ie. On these particular Vespa GTSs, the wiring harness needs a 2-foot extension ($10, sold separately) to reach the loom, which is located underneath the right-side fender skirt. I supplemented Admore’s instructions with the very helpful installation video by Robot of Scooterwest, and all went according to plan.  

Admore Light Bar Pro Review Motorcycle Lighting System

Once connected, I had fun playing with the myriad settings in the app. Beyond the usual brightness adjustments, there are some special features such as an additional central amber LED strobe for brake lights and progressive turnsignal lighting. The app allows the user to test these configurations without actually activating the controls, so the rider can set it up to her heart’s delight all by herself in short order.    

Out on the road, I received many compliments from my fellow riders and even some car drivers, all remarking on how much more visible my scooter was, especially at night. Ultimately, that extra conspicuity may be what makes the difference in your safety – priceless! MSRP for Admore Lighting’s Light Bar Pro motorcycle lighting system is $219. 

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Royal Enfield Announces Flying Flea Electric Motorcycle Brand

Royal Enfield Flying Flea C6
Royal Enfield Flying Flea C6 in the “Timeless” colorway

Royal Enfield launches into the EV market with the announcement of its new sub-brand, Flying Flea. Under this brand, the classic-styled Flying Flea C6 motorcycle is said to come on the market by the spring of 2026, followed by the scrambler-styled Flying Flea S6. 

Royal Enfield Flying Flea C6

Technical details about these two electric motorcycles are sparse for now, but Royal Enfield has stated that it has invested funds in Stark Future, the Barcelona-based manufacturer of electric off-road bikes. The company has also stated it has begun development of an EV manufacturing plant in Chennai, India, and that all aspects of the new electric bikes are being developed in-house by Royal Enfield engineers in India and the U.K. 

Related: 2025 Royal Enfield Bear 650 Review

Royal Enfield Flying Flea C6

Flying Flea gets its name from a Royal Enfield model from the 1940s, and it’s meant to highlight the city-focused bikes’ light weight and agility, although specific figures like weight have not been announced. 

“Flying Flea combines distinctive style, city-focused practicality, and cutting-edge technology,” said Royal Enfield CEO B. Govindarajan. “This is the start of a fresh, sustainable ride for us and offers the world an elegant, effective, and sustainable everyday transportation.” 

Royal Enfield Flying Flea C6

The first model to be produced under the new brand will be the Flying Flea C6, which takes design inspiration from the WWII-era model. The forged aluminum girder fork is a key aspect of this classic-inspired styling. It will also feature a visually distinctive forged aluminum frame and a magnesium battery case.  

Royal Enfield Flying Flea C6

Royal Enfield says the C6 will be equipped with a round touchscreen cluster. The central vehicle control unit is said to offer more than 200,000 ride-mode combinations, monitor the bike to alert the rider if it’s moved, and accept over-the-air updates. The brand also claims the new EV will be equipped with lean-angle-sensitive ABS and cruise control. 

Royal Enfield Flying Flea C6
Royal Enfield Flying Flea C6 in “Heritage” colorway

That’s all we know for now, and we’ll continue to share news and updates as they become available. 

Visit the Royal Enfield website for more information. 

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide 

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Joe Rocket Anthem Motorcycle Jeans Review | Gear

Joe Rocket Anthem Motorcycle Jeans Review
We review the Joe Rocket Anthem Motorcycle Jeans. (Photo by Aaron Crane)

I’ve owned a pair of Joe Rocket Anthem motorcycle jeans for about a year now. Of the various types of motorcycle jeans I’ve worn, these are my favorite by far because they check all the right boxes: comfort, protection, and style.

The Anthem jeans are constructed of 12-ounce heavy-duty stretch denim. They have a comfortable fit, and I like that the bottoms flare enough to fit over motorcycle boots without interference, so there’s no tightness or tugging when moving my legs around.

Joe Rocket Anthem Motorcycle Jeans Review

Protection comes from panels of aramid fiber that line the front and back down past knee level, as well as CE Level 2 knee and hip armor with two-stage adjustable height for the knee armor via hook-and-loop closures. The knee armor pockets are one of my favorite features of the Anthems. I don’t mind wearing a pair of jeans a few times before washing them, but when it comes time, I don’t want to fight to get the knee armor out or back in.

See all of Rider‘s apparel reviews here.

Most motorcycle jeans have knee pocket access inside the pant legs, which typically requires pulling the pants inside out to deal with the armor. The Anthem jeans take the prize, with zipper pockets running down the outside seam that make removal and reinsertion a simple affair, not only for washing but also for taking the armor out when walking around off the bike. For those worried about the armor pockets ruining the jeans aesthetic, they blend right in with the seam, and the zipper is small and subtle enough that you don’t notice it unless you’re looking for it.

Joe Rocket Anthem Motorcycle Jeans Review

The only thing that cramps the style a bit is the Full Flex stretch panel at the back yoke (the area above the back pockets and below the belt line). This does what it’s supposed to do – provide greater flexibility while in the riding position without exposing your butt crack to travelers behind you – but it looks a little funny when you’re off the bike. Fortunately, there is a simple solution: Just don’t be “that guy” who tucks his black T-shirt into his jeans, and the stretch panel will be hidden.

Considering their comfort, protection, style, and convenient knee-armor removal, plus a reasonable price of $149.95, Joe Rocket Anthem jeans are worthy of consideration. They’re available in classic blue denim with both regular (30- to 40-inch waist) and short inseams (30- to 38-inch waist).

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