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Romania to Istanbul Adventure

Romania to Istanbul Adventure with Adriatic Moto Tours
Riding the Transalpina Road in the Carpathian Mountains. There were many roads like this on the Romania to Istanbul Adventure with Adriatic Moto Tours. (Photos courtesy of Adriatic Moto Tours)

Trying to summarize a 14-day motorcycle tour through Romania, Bulgaria, Greece and Turkey, with all of the roads and meals and people and historic sites that it entailed, in about 1,000 words is like trying to stuff 10 pounds of rice into a 5-pound sack. Adriatic Moto Tours’ Romania to Istanbul Adventure tour lived up to its name, providing a dozen of us — four Australians and eight Americans — with a rich experience in a very interesting and beautiful part of the world.

Our tour began in Bucharest, Romania, and followed a counterclockwise loop with overnight stops in charming towns and rest days in Sibiu, Romania, and Istanbul, Turkey.

Romania to Istanbul Adventure with Adriatic Moto Tours
Our tour route started and ended in Bucharest. You meet the nicest people in Transylvania. And ride some of the best roads. Enjoying a late afternoon ride along the Danube River.

Before our trip, Adriatic Moto Tours (AMT) sent us a detailed tour guide book and a map, and they made our hotel arrangements in Bucharest and picked us up at the airport. All my wife Becky and I had to do was pack our gear and make sure we made our flight. Orientation, bike assignments and everything was stress-free, and after our first dinner together our group was acquainted, bonded and ready to ride.

RELATED: Adriatic Moto Tours’ Intriguing Southeast Europe Tour

Rok was our motorcycle guide and Primož was our support van driver and evening host. From Burcharest we made our way to Târgovişte, where we enjoyed coffee and fresh pastries at a café adjacent to an imposing 15th century fortress. Vlad Dracula, also known as Vlad the Impaler and the inspiration for the vampire Dracula, fought bloody battles here. Primož told us that Vlad once invited hundreds of guests to a banquet, then had them all killed and impaled.

Romania to Istanbul Adventure with Adriatic Moto Tours
Meeting Count Dracula in Târgovişte, Romania

On that cheery note, we rode north toward Câmpulung into delightful mountains, with rocky peaks in the background and gorgeous green pastoral scenery below. This stretch was winding and curvy but smooth and pleasant. There are many beautiful places in the world, all different, but there aren’t many that are more beautiful than this section of Romania’s Carpathian Mountains. We visited Bran Castle, which was built in the 13th century and inspired Bram Stoker’s description of the vampire’s castle in “Dracula.” On the way to dinner that night, Primož led us on a walking tour of the old city in Braşov. Each night we walked to a wonderful restaurant, and the guides shared their wealth of knowledge about the culture and history of the area. Dinners were family-style, with Rok and Primož ordering a variety of platters so we could sample a little bit of everything.

Romania to Istanbul Adventure with Adriatic Moto Tours
Enjoying a late afternoon ride along the Danube River.

Our route continued through Transylvania on smooth roads through rolling hills, the terrain and scenery constantly changing. We had lunch in Sighişoara, a walled 12th century town that’s a UNESCO World Heritage site. For our “rest” day in Sibiu, we did what riders do — we got up early and headed out on a ride, in this case to the renowned Transfăgărăşan road over the Făgărăş range. At the base of the mountain, Rok gave the signal and the group broke apart with everyone riding their own pace up the steep twisty switchbacks to the pass at 6,699 feet. The next day, after finding out that a rockslide had closed the highly anticipated Transalpina Road, we assuaged our disappointment with another run on the Transfăgărăşan.

Romania to Istanbul Adventure with Adriatic Moto Tours
The legendary Transfăgărăşan road in Romania is so good, we rode it twice.

We crossed the Friendship Bridge into Bulgaria and made our way to Veliko Tarnovo, where we spent the night in the Tsarevets Fortress. We visited the Shipka Monument at a 3,900-foot mountain pass that was the site of battles during the Russo-Turkish War in the late 1800s. And we descended into Rose Valley, where much of the world’s rose oil for perfumes comes from, and passed sunflower fields that stretched as far as the eye could see.

After a night in Plovdiv, which has Roman ruins in the center of town, we rode through the Rhodope Mountains into Greece. Most of the road had excellent pavement, smooth curves and gorgeous mountain terrain that gave way to Mediterranean seaside scenery at Alexandroupoli. The next day we crossed into Turkey, and a perfect arc of roadway around the Gulf of Saros took us to tip of the Gallipoli Peninsula, where we visited WWI memorials.

Romania to Istanbul Adventure with Adriatic Moto Tours
Balea Lac at the top of the pass on the Transfăgărăşan road through the Făgărăş Mountains.

Istanbul is beyond words. As the crossroads of the East and West, it has a rich, varied history and a unique mix of cultures. Three nights and two rest days in Istanbul allowed plenty of time to explore and see famous sites like the Blue Mosque, Hagia Sophia and the Hippodrome of Constantinople. People on the streets and in shops were warm and friendly, and the variety of foods was endless and always delicious. Our hotel provided easy access to historic areas, and its rooftop restaurant and bar overlooked the Bosphorus Strait, which is the boundary between Europe and Asia. Just indescribable — you really should experience it for yourself.

After the sensory overload of Istanbul, we followed Rok northwest to our lunch stop at Saray. The roads zigged and zagged, and the surface was somewhat rough due to years of being patched. We crossed the border back into Bulgaria, and at the checkpoint there were several luxury vehicles shot full of hundreds of holes. If that was meant as a warning, it worked. Nessebar, situated on a rocky peninsula jutting into the Black Sea, was our stop for the night. It’s one of the oldest towns in Europe, and as we walked to dinner we saw monuments and ruins dating back to the 5th century. The atmosphere in the twilight was breathtaking, another step back in time.

Romania to Istanbul Adventure with Adriatic Moto Tours
One of the endless fields of sunflowers in Bulgaria.

The terrain and scenery changed yet again as we rode north along the Bulgarian coast, which is a popular vacation destination with dramatic cliffs, pristine beaches and resort hotels. After a night in Kavarna, where we stayed in a modern condo overlooking the Black Sea, we rode through fertile grain-producing agricultural areas. We crossed back into Romania on a ferry over the mighty Danube River and made our way back to Bucharest, where Primož greeted us with champagne at the hotel. After celebrating, we emptied the bikes and got cleaned up for the farewell dinner. I don’t remember much about that final night. Our heads were spinning with memories, laughter and a few adult beverages.

This tour was everything we could have imagined, multiplied by a factor of 10. Both guides worked tirelessly to accommodate us every day for 14 long days. The riding was great, the scenery ever-changing, the history and culture beyond what we could absorb in a lifetime, and Adriatic Moto Tours earned our highest regards for everything from the booking to the final hoorah. Maybe we can go again someday?

Romania to Istanbul Adventure with Adriatic Moto Tours
Our group of intrepid adventurers.

AMT’s Istanbul to Romania Adventure tour runs several times a year from August to October. For dates, pricing and details, visit adriaticmototours.com.

The post Romania to Istanbul Adventure first appeared on Rider Magazine.
Source: RiderMagazine.com

Tech Talk: Harley-Davidson Pan America 1250

2021 Harley-Davidson Pan America 1250 Special review
2021 Harley-Davidson Pan America 1250 in Deadwood Green (photo by Kevin Wing)

In July 2018, Harley-Davidson announced a five-year growth strategy called “More Roads to Harley-Davidson,” a plan to add new products, provide broader access, strengthen its dealer network and amplify the brand. Expansion beyond Harley’s typical cruiser, bagger and touring models would include the LiveWire electric motorcycle, which debuted for 2020, and “middleweight adventure touring, streetfighter and high-performance custom models.”

The “More Roads” strategy offered the first look at the Pan America adventure tourer, with few details beyond its displacement and what could be gleaned from a photo of the prototype. At the 2019 EICMA show in Milan, Harley unveiled the Pan America and the Bronx streetfighter, both to be powered by a liquid-cooled 60-degree V-twin engine platform called the Revolution Max — 1,250cc in the Pan America and 975cc in the Bronx — and launched in 2020.

In February 2020, amid financial troubles, Harley-Davidson announced a revised five-year strategy called “Hardwire” that would, among other changes, “selectively focus on opportunities in profitable segments.” Plans to expand the company’s product portfolio were scaled back. The Pan America made the cut, the Bronx did not. Then the pandemic hit, which pushed the Pan America’s launch from late 2020 to early 2021. Details about the Pan America 1250 and up-spec Pan America 1250 Special were finally announced last February, and we got an opportunity to test ride the Special over two days in April.

Revolution Max 1250

Harley-Davidson Revolution Max 1250
Cutaway of the Revolution Max 1250 that powers the Pan America (photo courtesy of Harley-Davidson)

According to Harley, its all-new, modular Revolution Max engine will be offered in four displacements ranging from 500cc to 1,250cc. In addition to powering the Pan America, it will likely replace the aging, air-cooled mill in the Sportster and may replace the liquid-cooled Revolution X in whatever entry-level models fill the gap for the discontinued Street 500 and Street 750.

In the Pan America 1250, the Revolution Max displaces 1,252cc, has a 13.0:1 compression ratio and makes a claimed 150 horsepower at 9,000 rpm and 94 lb-ft of torque at 6,750 rpm. Like the Revolution V-twin that powered the V-Rod and the Revolution X that powered the Street models, the Max’s cylinders have a 60-degree included angle. The two crankshaft connecting rod journals are offset by 30 degrees, resulting in a 90-degree firing order for smooth power delivery. Dual overhead cams use roller-finger followers to actuate four valves per cylinder and hydraulic lash adjusters eliminate periodic maintenance. Computer-controlled variable valve timing (VVT) independently advances or retards intake and exhaust timing through a potential range of 40 degrees of crankshaft rotation, with the goal of broadening the powerband to deliver ample low-end torque as well as high-rpm horsepower. Dual spark plugs optimize ignition and a robust, dry-sump oiling system is designed to withstand the demands of adventure riding.

Harley-Davidson Revolution Max 1250

Because the Revolution Max is a stressed member of the Pan America’s chassis, it needed to be strong and light. Harley used finite element analysis and optimization techniques to reduce material mass in cast and molded components. Complex casting techniques allowed oil and coolant passages to be integrated into the engine in such a way that minimized wall thicknesses. Single-piece aluminum cylinders have nickel silicon carbide-surface galvanic coating, pistons are made of forged aluminum and the rocker, camshaft and primary covers are made of magnesium. An engine that vibrates less endures less stress over its life cycle, allowing components to be made lighter. A spiral-shaped, chain-driven balancer in the crankcase minimizes primary vibration, while a small balancer located in front of the cylinder head between the camshafts minimizes secondary vibration.

Revolution Max engines are built in Harley’s Pilgrim Road facility near Milwaukee, Wisconsin, and complete Pan Americas are assembled in York, Pennsylvania.

Adaptive Ride Height

Harley-Davidson Pan America 1250 Adaptive Ride Height ARH
Adaptive Ride Height is a factory option on the Pan America 1250 Special, and it offers several modes. (Photo by Brian J. Nelson)

To be competitive in the adventure touring segment, the Pan America 1250 and Pan America 1250 Special are equipped with state-of-the-art electronics like riding modes and Harley’s RDRS Safety Enhancements. The Special is equipped with added features, including Showa semi-active suspension that adjusts damping rates on the selected ride mode and automatically adjusts spring preload to provide 30% sag regardless of the load.

But the real innovation is the Adaptive Ride Height (ARH), a factory option available only on the Special. Using an array of sensors and algorithms, ARH automatically lowers the motorcycle’s ride height by 1 to 2 inches when the motorcycle comes to a stop (the amount of ride height adjustment depends on preload). Lowering the ride height lowers the rider’s seat, which accommodates a wider range of riders and adapts to a wider range of conditions than other full-sized adventure bikes, even those with semi-active suspension.

Harley-Davidson Pan America 1250 Adaptive Ride Height ARH
The Pan America 1250 Special’s semi-active suspension is made by Showa. (Photo by Brian J. Nelson)

In standard ride modes, the default setting for ARH is Auto, but in custom ride modes ARH can be turned off or set to Auto with Short Delay or Auto with Long Delay, and those settings will be retained in that mode after the ignition is turned off. In Auto mode, ARH will not lower the motorcycle in an condition where speed is greater than 15.5 mph, but lowering could begin to occur at 15.5 mph if the rider is braking very hard. Speed, brake lever pressure and deceleration rate are all used to determine when to lower the motorcycle. ARH targets the bike to be lowered when the rider would typically be moving their feet off the pegs to put them on the ground, which typically happens at speeds much slower than 15.5 mph under casual braking.

In technical off-road conditions at low speeds, especially if there is a lot of stopping and starting involved, it may not be optimal to have the motorcycle repeatedly lower and raise itself. In Short Delay mode ARH will not lower the ride height at all until 0.5 second after the motorcycle comes to a stop. Long Delay mode waits until 2 seconds after coming to a stop before lowering the bike.

Since ARH is a factory-installed option, it cannot be added to a Pan America 1250 Special after purchase. The beauty of ARH is that it offers a lower seat height without reducing suspension travel or otherwise compromising the motorcycle’s performance or capabilities.

The post Tech Talk: Harley-Davidson Pan America 1250 first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Triumph Speed Twin | First Look Review

2022 Triumph Speed Twin review Red Hopper
2022 Triumph Speed Twin in Red Hopper

Triumph’s entire lineup of Bonneville-based models has been updated for 2022, including the T120, T120 Black, T100, Street Twin, Streetmaster, Bobber, Street Scrambler, and Scrambler 1200. Last but not least, the Speed Twin has also gotten some useful upgrades.

Introduced for 2019, the Speed Twin offers engine performance and handling comparable to the Thruxton café racer but with an upright riding position, less weight, and a lower price. For 2022, the Speed Twin’s updated “High Power” version of Triumph’s liquid-cooled, 1,200cc parallel-twin makes 98.6 horsepower at 7,250 rpm and 83 lb-ft of torque at 4,250 rpm (claimed, at the crank). Wet weight is 476 pounds, and pricing starts at $12,500.

2022 Triumph Speed Twin review Red Hopper
2022 Triumph Speed Twin in Red Hopper

Compared to the previous Speed Twin’s engine, the updated powerplant now meets Euro 5 emissions standards and offers more peak horsepower, more midrange horsepower and torque, a lower torque peak, and 17% less inertia for better response. Power is sent to the rear wheel through a 6-speed transmission, a torque-assist clutch, and chain final drive.

To improve handling, the Speed Twin gets a higher-spec Marzocchi USD cartridge fork, Brembo M50 monoblock calipers, lighter cast aluminum 12-spoke wheels, and Metzeler Racetec RR tires.

2022 Triumph Speed Twin review Matt Storm Grey
2022 Triumph Speed Twin in Matte Storm Grey

Three riding modes — Sport, Road, and Rain — have been revised, and they adjust throttle response and intervention from the switchable traction control. Other standard equipment includes ABS, LED lighting with a DRL, an underseat USB charging port, and an ignition immobilizer. Sorry folks, still no cruise control.

The Speed Twin’s styling has been refreshed with new brushed stainless-steel upswept silencers, new anodized headlight and mudguard mounts, and new tank graphics.

2022 Triumph Speed Twin review Jet Black
2022 Triumph Speed Twin in Jet Black

The 2022 Triumph Speed Twin is available in Red Hopper, Matte Storm Grey, and Jet Black, and it will be in dealerships in August.

2022 Triumph Speed Twin Specs

Base Price: $12,500
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 1,200cc
Bore x Stroke: 97.6 x 80mm
Horsepower: 98.6 @ 7,250 rpm (claimed, at the crank)
Torque: 83 lb-ft @ 4,250 rpm (claimed, at the crank)
Fuel Delivery: Electronic fuel injection & throttle-by-wire
Transmission: 6-speed, cable-actuated torque-assist wet clutch
Final Drive: O-ring chain
Frame: Tubular steel w/ aluminum cradles, cast aluminum swingarm
Wheelbase: 55.6 in.
Rake/Trail: 22.3 degrees/3.6 in.
Seat Height: 31.9 in.
Suspension, Front: 43mm USD fork, no adj., 4.7 in. travel
Rear: Dual shocks, adj. for spring preload, 4.7 in. travel
Brakes, Front: Dual 320mm discs w/ radial-mount opposed 4-piston monoblock calipers & ABS
Rear: Single 220mm disc w/ 2-piston floating caliper & ABS
Wheels, Front: Cast aluminum, 3.5 x 17 in.
Rear: Cast aluminum, 5.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 476 lbs.
Fuel Capacity: 3.8 gals.
Fuel Consumption: 41.8 mpg (EPA)

The post 2022 Triumph Speed Twin | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

A Short Trip Back in Time: SFO Museum Hosts an Exhibition of 14 Vintage Motorcycles

SFO Museum Early American Motorcycles 1912 Flying Merkel Twin-Cylinder Racer
1912 Flying Merkel Twin-Cylinder Racer (Photos courtesy of SFO Museum)

When you make your way to an airport, most times you’re traveling to another place. But right now through the close of summer, San Francisco International Airport (SFO) is a worthwhile destination in its own right. The SFO Museum offers an opportunity to travel back in time, through a jewel of an exhibition surrounding 14 vintage motorcycles built before 1916. This amazing display includes a rare collection of old-time engines, photographs, and local SF Bay Area motorcycling history artfully blended together into a not-to-be-missed opportunity for riders and gearheads of all types.

SFO Museum Early American Motorcycles
Located in the International Terminal, Departures – Level 3, the “Early American Motorcycles” exhibit is open to the public 24 hours a day (no security screening required).

To give you the inside scoop on this gorgeous exhibit, we asked Daniel Calderon, Curator of Exhibitions at SFO Museum, to fill us in on some of the backstory.

Rider: As Curator of Exhibitions, does your job entail?

Daniel Calderon: I am one of two curators of non-aviation exhibitions at SFO Museum, which means I am responsible for developing exhibitions that draw from outside our permanent aviation collection of more than 250,000 items. These general exhibitions are based on a wide variety of subjects that are both interesting and educational, and we borrow objects from private collectors and from other museums for display. Working with these lenders and our exhibition designer, I source and select objects and accompanying images for exhibition, and then research and write the text and IDs that you see in the gallery. I also develop the content for each exhibit that we produce in a brochure, on our website and in educational programs and catalogs. 

SFO Museum Early American Motorcycles 1912 Excelsior Auto-Cycle Model 4B
1912 Excelsior Auto-Cycle Model 4B

Rider: What are some of the more notable exhibitions SFO has offered in the past?

DC: SFO Museum has programmed a remarkable array of general, aviation and photographic exhibitions. In regard to motorcycles, we featured “Moto Bellissima: Italian Motorcycles from the 1950s and 1960s” back in 2011. More recently we have featured exhibitions on subjects as diverse as Japanese toys, African barbershop signs, California studio craft, psychedelic rock posters and custom surfboards made from rare woods. Currently, we have a fantastic exhibition on the history of women’s hairstyles, and another on instrumental rock ‘n’ roll and surf music. All of these exhibitions feature their own printed brochure and page on our website, sfomuseum.org.  

SFO Museum Early American Motorcycles 1914 Jefferson Twin-Cylinder Racer
1914 Jefferson Twin-Cylinder Racer

Rider: What prompted you to arrange an exhibition of motorcycles?

DC: A lender visit prompted the “Early American Motorcycles” project. I was on a visit to History San Jose to look at typewriters in their collection and was struck by an early Harley-Davidson twin and an Excelsior single in their storage. Being a gearhead, that certainly stuck in my mind. On another visit to look for typewriters, this time to the Museum of American History in Palo Alto, I met board member Chris Carter, who was our second contact for motorcycles. After Chris generously offered his motorcycles for loan and connected us with Wes Allen and his collection, I knew we had the necessary momentum and asked that the motorcycle exhibition be approved by my colleagues.

SFO Museum Early American Motorcycles 1915 Harley-Davidson Model 11-F Effie
1915 Harley-Davidson Model 11-F Effie

Rider: Do you have any personal experience with riding motorcycles?

DC: I have surprisingly little experience riding motorcycles, just a friend’s knock-around 1980s Honda street bike, another buddy’s Suzuki 125 dirt bike and my sister’s old Trail 90, which was a really fun machine. I’ve been building and working on classic cars, racing airplanes and vintage aircraft for years, so a classic motorcycle is definitely in the works at some point.

SFO Museum Early American Motorcycles 1911 Pierce Four Cylinder
1911 Pierce Four Cylinder

Rider: How many motorcycles do you have on display, and how did you source them?

DC: We have 14 motorcycles made prior to 1916 on display, along with three early engines and a selection of rare photographs. Half of the exhibit was sourced from Chris Carter and Wes Allen. Then I found Dave Scoffone through the George Wyman Memorial Project website, and Dave generously opened up his collection as well. Looking for images, I discovered Cris Sommer-Simmons and her book “The American Motorcycle Girls.” Cris graciously lent images and her 1915 Harley-Davidson 11–F Cannonball racer “Effie,” along with an outstanding 1915 Iver Johnson twin owned by Cris and her husband Pat.

SFO Museum Early American Motorcycles 1915 Iver Johnson Model 15-7
1915 Iver Johnson Model 15-7

Rider: What other displays and materials are you offering in addition to the motorcycles?

DC: Racer and author Don Emde and the San Francisco Motorcycle Club (SFMC) lent numerous photo images to the exhibition, some of which are truly remarkable. The backdrop for each of the two galleries was created from two rare panoramas from the SFMC and are quite dramatic in person. Twelve of the motorcycles are featured on our website, and everything is documented in an online catalog that showcases some wonderful images taken by our photographer. In fact, everything that you see in the exhibit and online was created in-house by staff at SFO Museum.

SFO Museum Early American Motorcycles 1903 Indian Motocycle
1903 Indian Motocycle

Rider: You have created a comprehensive self-guided tour and impressive supplemental teaching materials aimed at parents and teachers of students in grades K-12. Tell us about the educational focus you build into this exhibition and others.

DC: Each year we select at least two exhibitions for our educational programs, which are designed to be led by either parents or teachers in the galleries. We also try to design the educational program as a standalone source of information that parents and children can access while at home. Given the current COVID–19 pandemic, the ability for the public to access our exhibits from home is even more important. Once things get back to normal, we hope to start offering our aviation-based education programs again in the Aviation Museum and Library at the International Terminal.

SFO Museum Early American Motorcycles 1914 The Flying Merkel Model 470
1914 The Flying Merkel Model 470

Rider: What kind of reactions have you gathered from people who have taken in your exhibit?

DC: Many people have been surprised to see these machines at the airport given their rarity, and we have heard great things from the public so far, which is always rewarding. I hope that as flights and passenger traffic increase, more people will take the time to view the exhibition and offer their feedback.

Listen to the Rider Magazine Insider podcast interview with Daniel Calderon

SFO Museum Early American Motorcycles 1912 Marsh-Metz Magneto Twin
c. 1912 Marsh-Metz Magneto Twin

When Daniel mentioned Chris Carter’s name, it gave me the perfect excuse to call up a longtime friend. We first met back in the 1960s at the Yamaha dealership A&A Motors in Redwood City, long before he went on to do a few things like earning a Gold Medal at the 1976 International Six Day Trials (ISDT) and founding Motion Pro, supplier of trick tools to nearly everybody.

SFO Museum Early American Motorcycles 1912 Indian 8-Valve Racer
1912 Indian 8-Valve Racer

“Working on this airport project with Daniel has been a fun time,” Carter told me. “We both love motorcycles and we wanted to share the experience and awareness that these vintage bikes bring. Over the years, vintage bikes such as these have become more and more hidden as they’re acquired and stored away out of sight by their new owners. However, it’s a real commitment to offer up a bike for loan; between the organization and actual display time, the bike will be tied up for about a year. For me, the best part was seeing how many of these bikes on display came right out of collections in the Bay Area and Northern California. I’ve been focusing on finding vintage bikes with a pedigree, trying to preserve some of the history surrounding old racers and other bikes of note. And that’s exactly what we see right here in this exhibition.”

SFO Museum Early American Motorcycles 1907 Curtiss Double Cylinder
1907 Curtiss Double Cylinder

In addition, SFO Museum’s exhibition and educational materials do an excellent job of sharing the long history of women in the motorcycling scene, from intrepid travelers Augusta and Adeline Van Buren, who rode from New York to Tijuana, Mexico, and back in 1916, to modern-day Motorcycle Cannonball competitor Cris Sommer-Simmons, who not only rode the Cannonball three times, but also happens to be an author, antique motorcycle collector and AMA Hall of Fame member.

SFO Museum Early American Motorcycles 1902 California Motor Bicycle
1902 California Motor Bicycle

All educators and parents should take advantage of the free, downloadable educational materials provided in PDF format on the SFO Museum website. They are outstanding in quality and will open up young minds to the adventures of motorcycling! These materials interpret the display in a friendly and engaging manner that makes this one topic in history class an A+ experience.

“Early American Motorcycles” will be on view at SFO Museum in the International Terminal, Departures Level, until September 19, 2021. For more info, visit sfomuseum.org.

SFO Museum Early American Motorcycles 1910 Yale Single
1910 Yale Single

The post A Short Trip Back in Time: SFO Museum Hosts an Exhibition of 14 Vintage Motorcycles first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Ducati Monster | First Ride Review

2021 Ducati Monster review price red wheelie
Testing the wheelie control on the 2021 Ducati Monster. (Photos by Gregor Halenda and Mike Levin)

Over the years Ducati has produced several iconic motorcycles which have withstood the test of time. Many enthusiasts credit Ducati’s 916 as the one that stands above the rest in it’s revolutionary design and styling. But there’s another Ducati that has made its own mark in similar fashion — the Monster — which established the “naked bike” style.

Unveiled at the Cologne show in 1992, designer Miguel Galluzzi said, “All you need is: a saddle, tank, engine, two wheels and handlebars.” Though designated the M900, it became known by its nickname, “Monster.” Like Frankenstein’s monster, the M900 stitched together the steel trellis frame from the 851 Superbike, the air-cooled, 904cc L-twin from the Supersport Desmodue, a “bison-back” gas tank, a low handlebar and a round headlight.

2021 Ducati Monster review price red
Is something missing? The Monster’s iconic steel trellis frame has been replaced with a Panigale-style modular frame that uses the engine as a structural member.

Over nearly three decades of production and more than 350,000 units sold, the Ducati Monster has seen multiple evolutions in terms of styling and technology, and it has been offered in a range of displacements, from 600cc to 1,200cc. The commitment made by Ducati to enhance and keep the Monster relevant is evident from the latest version of this iconic motorcycle, which brings together a Superbike-inspired chassis, a road-going engine and the latest in electronic riding aids.

2021 Ducati Monster review price red
The Monster’s new electronics suite is easily navigated via handlebar switches and the 4.3-inch TFT display.

It’s fitting that the 2021 Ducati Monster was launched in San Francisco because the bike has been a huge hit among urban enthusiasts. The design brief for the latest version was to deliver the best of both worlds — to be “more thrilling for experienced riders” as well as “more accessible for new riders.” The new 2021 Monster maintains the model’s signature minimalist styling and aggressive attitude while delivering increased power, comfort, and maneuverability. Couple this with a new, comprehensive electronics package, and the latest generation is likely to ensure the Ducati Monster remains as popular as ever.

2021 Ducati Monster review price red
The lighter, tighter Ducati Monster made quick work of San Francisco’s steep, narrow Lombard Street.

First impressions of the 2021 Ducati Monster can be deceiving. Sure it looks like a Monster with its bison-back tank and round headlight, but there’s something missing. The classic steel trellis frame has been replaced with a new Panigale-style aluminum upper section frame that saves 9.9 pounds and uses the engine as a structural member of the chassis. They didn’t stop there. Updates including a new swingarm and fiberglass-reinforced polymer subframe shave off 10 pounds, and the Testastretta engine and lighter wheels save another 10 pounds. All this tinkering, Ducati says, has reduced the Monster’s curb weight to a lean 414 pounds, a full 40 pounds less than last year’s model.

2021 Ducati Monster review price red
Less and more. Less weight to the tune of a 40-pound-lower curb weight. More power and torque than the Monster 821 thanks to the larger 937cc Testastretta L-twin.

Firing up the Monster produced a familiar sound that resonated in my ears. Powering the Monster is a version of the liquid-cooled, 937cc Testastretta 11-degree L-twin also found in the Hypermotard, Multistrada 950 and SuperSport 950. Claimed output is 111 horsepower at 9,250 rpm (up 2 from the Monster 821) and 69 lb-ft at 6,500 rpm (up 1.5). Updates to the engine include new cylinder heads, pistons and rods, intake and exhaust system, geardrum, stick coils, alternator and belt covers. A new clutch has 20% lighter pull, and an up/down quickshifter is standard. The new Monster has a 9,000-mile oil service interval and an 18,000-mile desmodromic valve service interval.

2021 Ducati Monster review price red
The Monster’s unique mix of style and performance, not to mention compact dimensions, make it a favorite among urban enthusiasts.

The Monster’s new electronics package includes three fully customizable riding modes (Sport, Touring and Urban), IMU-based cornering ABS, cornering traction control, as well as wheelie and launch control. Starting off in Urban mode, which reduces engine output to 75 horsepower, the softer throttle response and increased level of intervention for ABS and TC make the Monster highly manageable. The tamed throttle response is sufficient enough to get the job done when negotiating lane changes or avoiding sketchy situations, but after a few miles of exploring the busy streets of San Francisco, Urban mode felt too corked up and I was eager for more.

2021 Ducati Monster review price red
Everything you need, nothing you don’t.

Tapping a button on the left switch cluster allowed me to sample Touring and Sport modes, both of which offer full power, more direct throttle response and less electronic intervention, with Sport mode being the most aggressive. An up/down toggle scrolls through the various settings within each mode; just push the button, close the throttle and the change takes effect. Changes to default settings can only be done while stopped. Everything is displayed on a new 4.3-inch, high-resolution TFT instrument panel.

2021 Ducati Monster review price red
Wait, I just came down this road. Where’s the lunch stop again?

As our test ride continued, I came to appreciate the Monster’s agreeable riding position and agile handling. The Panigale-style frame, new bodywork and a new seat make the Monster narrower between the legs. Height of the stock seat is 32.3 inches, but the accessory low seat ($160) reduces seat height to 31.5 inches and the low seat plus the accessory low suspension kit ($300) reduces seat height further to 30.5 inches. Ducati also changed the bar/seat/peg configuration, with the handlebar moved 2.6 inches closer to the rider and the footpegs moved back 1.4 inches and down 0.4 inch compared to the Monster 821. Not only are the ergonomics more comfortable, but a 7% tighter steering angle reduces the turning radius by 3.75 feet, simplifying U-turns and slow-speed maneuvering.

2021 Ducati Monster review price red
As fun as the Monster is in the city, it’s even more fun when you escape the urban jungle.

Riding around town, the Monster hits all the marks, but how will the changes translate out in the twisties, while giving it the berries? On the handling front, Ducati kept it simple. Suspension is made by KYB, with a non-adjustable 43mm USD fork with 5.1 inches of travel and a preload-adjustable rear shock with 5.5 inches of travel. The basic setup worked quite well, with good bump compliance and exceptional midcorner stability. Compared to the Monster 821, the wheelbase is slightly shorter thanks to a tighter rake (24 degrees, down 0.3) but trail is unchanged at 3.7 inches. Revised chassis geometry, less weight and a narrower 180/55 rear tire make for a more maneuverable platform. While lighter wheels, reduced unsprung weight, and grippy Pirelli Diablo Rosso III tires combined to give a  planted feeling during quick transitions.

2021 Ducati Monster review price red

The highway separating me and the new Monster from the sublimely twisty roads of the Santa Cruz Mountains, south of San Francisco, provided an opportunity to feel out its cruising abilities, and in 6th gear, at around 75 to 80 mph at 5,500 rpm, there was plenty of roll-on power in reserve. As soon as I exited the highway, and headed into the mountains, I really started to flog it. I thought for sure the suspension would give it up, but the Monster handled pretty much everything I threw at it. Tight switchbacks, long sweepers, decreasing-radius corners, uneven pavement and even those mystery bumps hidden in the shade of redwoods were all kept in check. The effort Ducati put into designing a more compact, agile, and friendlier riding position has really paid off. Transitioning back and forth was fairly easy in the fast stuff, but needed some increased effort in the tighter sections. The front-end feel at corner entry and mid-corner was reasonably good, allowing me to feel the road adjust to the conditions with confidence.

2021 Ducati Monster review price red

The Monster also has good front-to-rear balance and minimizes weight transfer on exits. I did some experimenting with the TC and ABS settings to gauge their effects at full tilt. There is definitely some intervention in the upper ranges of the 8-level TC, especially when traction is questionable. I found that peculiar sensation like a rev limiter kicking in several times on hard corner exits. In the lower levels of the TC the Monster’s response is more measured and precise. You’ll feel like a real pro, barely noticing that it’s working.

2021 Ducati Monster review price red

Braking wise, the Monster is equipped with Brembo’s latest M4.32 monoblock front calipers and 320mm rotors, along with a Brembo radial master cylinder. Together they offered a superb braking feel with plenty of stopping power. The ABS is well sorted and even though I’m not usually a fan, it stepped in to save the day a few times.

2021 Ducati Monster review price red Alice's Restaurant

Everybody sampled the 4-level wheelie control and launch control at nearly every stop light. Where it counted for me was on low-speed corner exits. In Level 4 it’s very apparent as the motor starts to cut out in order to keep the front wheel on the ground. Level 1 and 2 seemed most agreeable with minimal intervention. The good thing is the wheelie control can be independently adjusted from the other control systems or turned off. Ducati’s quickshifter worked well in both up and down directions, adding to the fun, but felt clunky at lower speeds.

2021 Ducati Monster review price red

Overall, the 2021 Ducati Monster performed exceptionally well. It’s the friendliest Monster yet and should satisfy a wide range of riders (and abilities) attracted not only to its performance and style, but also its accessibility. The many updates ensure that Monster legacy will be carried forward by this worthy successor. 

The Monster comes in three color options: Ducati Red ($11,895), Aviator Gray (+$200) and Dark Stealth (+$200). And the Monster+ ($12,095) adds a flyscreen and passenger seat cover. An extensive range of accessories allow you to personalize the Monster, from a Termignoni racing exhaust to an EPA/CARB-compliant slip-on, tank cover kits and more.

021 Ducati Monster review price red Golden Gate Bridge

2021 Ducati Monster Specs

Base Price: $11,895
Price as Tested: $12,095 (Monster+ w/ flyscreen, passenger seat cover)
Website: ducati.com
Engine Type: Liquid-cooled, transverse 90-degree V-twin, DOHC w/ 4 valves per cyl.
Displacement: 937cc
Bore x Stroke: 94.0 x 67.5mm
Horsepower: 111 hp @ 9,250 rpm
Torque: 69 lb-ft @ 6,500 rpm
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Chain
Wheelbase: 58.0 in.
Rake/Trail: 24 degrees/3.7 in.
Seat Height: 32.3 in.
Wet Weight: 414 lbs. (claimed)
Fuel Capacity: 3.7 gals.

The post 2021 Ducati Monster | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Favorite Ride: Rockies to Mount Rushmore

Favorite Ride Rockies to Mount Rushmore
We rode from the Mountain State of West Virginia to visit the Rockies. After hundreds of miles across the Great Plains, we were ready for some elevation. (Photos by the author)

I see mountains! It’s Thursday, somewhere west of Anton, Colorado, and after four-and-a-half days and 1,600 miles, the snowcapped Rockies appear on the horizon. My riding buddy Jay and I left our home state of West Virginia on Sunday. Now midday, we see the jagged peaks we’ve been longing for. The Great Plains were beautiful and adventurous, but we’re anxious to ride into some elevation.

In Aurora, Jay makes the required pilgrimage to a Harley shop and buys yet another T-shirt while I get a long overdue full-face helmet. Then we climb up, up, up. West Virginia, known as the Mountain State, has great riding, but its mountains are mere hills compared to the Rockies. West of Denver significant climbing and a diversion onto U.S. Route 6 leads to 11,990-foot Loveland Pass on the Western Continental Divide. Beyond that the road winds through scenic towns like Dillon and Frisco until we stop for two nights in Edwards.

Favorite Ride Rockies to Mount Rushmore Loveland Pass Colorado
Maybe if we stood on the sign we could have reached an even 12,000 feet.

Our next two travel days are memorable! Riding through the high plains beyond Steamboat Springs, the spectacular views blew us away. We stopped for gas in Maybell, Colorado, and encountered three dual-sport riders on their fourth day off-road — and they sure looked it. Our lunch break was at the BedRock Depot in Dinosaur, where delicious sandwiches and milkshakes hit the spot. Then on into Utah, climbing up to 8,300 feet on U.S. Route 191, north of Vernal. In Wyoming the land became so dramatic through the Flaming Gorge National Recreation Area that I could hardly keep my eyes on the road. When a cold, wet front was forecast and we could see clouds ahead, the flat broadly curved roads allowed for high-speed fun. We beat the storms, passed the 2,000-mile mark and ended the day’s ride in Rock Springs.

Favorite Ride Rockies to Mount Rushmore REVER map
Our tour route is available on the REVER app in the Rider Magazine community.

Link to Rockies To Mount Rushmore tour route on REVER

Winds were a brutal distraction at the start of the next day, leaning constantly into 30-mph gusts until the wind abated near Cokeville, Wyoming, but soon after lunch in Montpelier, Idaho, the rain started. We climbed into the Uinta-Wasatch-Cache National Forest and it began snowing hard, sticking to trees, bushes and my windshield, but fortunately not the road. We were cold, but it made for a memorable photo at Emigration Pass on Idaho Highway 36. Dropping below the snow line, we ended the day’s ride outside of Preston, Idaho, at the Riverdale Resort. It has geothermally heated outdoor pools where we simmered for an hour. Ahhh ….

Favorite Ride Rockies to Mount Rushmore Emigration Pass Idaho
Brrrr! Freezing temperatures and snow made for a memorable ride over Emigration Pass in Idaho. Luckily it didn’t stick to the road.

Two nights and friend farewells later, we headed north through Soda Springs, where many of the roads are posted “Open Range.” Sure enough, we rounded a curve to find a herd of cattle blocking the road. We honked, and they genially ambled aside. Idaho Highway 34 followed Tincup Creek on its way to the Wyoming border, and we paralleled the Snake River on U.S. 89/191 through the Bridger-Teton National Forest, reminiscent of our own West Virginia roads. As the valley opened, we finally entered Jackson.

We continued north on U.S. 191 through the incomparable Grand Teton National Park and into Yellowstone National Park from the south. Twice we crossed the Continental Divide at 8,000-plus feet before descending into the Firehole River valley. We enjoyed lunch and a timely geyser eruption at Old Faithful Village before riding a long circle around the park. East of Yellowstone Lake we cursed in our helmets as traffic halted. Up ahead a bison plodded along in our lane. Awestruck and humbled, we eventually rolled past this massive creature.

Favorite Ride Rockies to Mount Rushmore Jackson Wyoming elk horn arch
Ed stands under one of the elk horn arches in Jackson, Wyoming, while the guy with the backpack tries to count them all.

We exited via Yellowstone’s east entrance on U.S. Route 14 and rode over 8,524-foot Sylvan Pass, and rolled downhill for 20 long, pleasurable miles. The surroundings turned from pine green to desert brown as we passed between huge sandstone sentinels along the Shoshone River. We reached Cody, a nice thriving western town. At dinner, Jay smiled and ordered Rocky Mountain oysters. About half a bite was all I could manage of fried bull’s balls.

Continuing east on U.S. 14, we crossed a broad valley and began to climb yet again. The view behind us became breathtaking, the temperature dropped to 45 degrees and we crossed the Bighorn Mountains via 9,033-foot Granite Pass. We picked up I-90 at Ranchester, but I foolishly ignored a gas stop. My engine sputtered to a stop and we had to siphon a quart from Jay’s tank. He’ll never let me live it down.

Favorite Ride Rockies to Mount Rushmore Devils Tower Wyoming
We didn’t see extraterrestrials at Devils Tower, just tourists.

Devils Tower was impressive. No extraterrestrials, just busloads of photo-snapping tourists. Our destination was Keystone, South Dakota, 130 miles away. Signs for Spearfish, Deadwood and Sturgis flashed by, but it was getting dark and drizzling so we roared on. Finally, we reached our hotel. We rode 510 miles over 12 hours and our backsides were numb. What’s half of an Iron Butt — a Wood Butt? An Iron Cheek?

We visited Mount Rushmore and the Crazy Horse Memorial, which is much larger than Rushmore and was the highlight of our visit to the Black Hills. Under construction since 1948, the only recognizable part is Crazy Horse’s face and it won’t be finished in my lifetime.

Favorite Ride Rockies to Mount Rushmore Crazy Horse Memorial South Dakota
The plaster statue shows visitors what the Crazy Horse Memorial will look like — some day.

After 3,300 memorable miles, we became horses headed for the barn. Our tripmeters were just shy of 5,000 miles when we arrived back home in West Virginia four days later. My wife greeted me by asking, “So, where to next year?”

The post Favorite Ride: Rockies to Mount Rushmore first appeared on Rider Magazine.
Source: RiderMagazine.com

2022 Triumph Street Scrambler | First Look Review

2022 Triumph Street Scrambler Sandstorm review
2022 Triumph Street Scrambler Sandstorm Edition

From the 900cc Street Twin and Street Twin Gold Line to the 1,200cc T120, T120 Black, Streetmaster, Bobber and Scrambler 1200 (including the ultra-cool Steve McQueen Edition), Triumph has updated nearly every model in its Bonneville lineup for the 2022 model year.

Last but certainly not least is Triumph’s 900cc Street Scrambler (MSRP starts at $11,000; available in July) and new limited-edition Street Scrambler Sandstorm (MSRP $11,750; available in May).

2022 Triumph Street Scrambler review
2022 Triumph Street Scrambler in Urban Grey

As with other Bonneville models, the Street Scrambler’s liquid-cooled parallel-twin has been updated to meet Euro 5 emissions yet it still delivers 64 horsepower at 7,250 rpm and 59 lb-ft of torque at 3,250 rpm (claimed). Three riding modes (Road, Rain, and Off-Road), a torque-assist clutch, switchable ABS and switchable traction control are standard equipment.

2022 Triumph Street Scrambler Sandstorm review
2022 Triumph Street Scrambler Sandstorm Edition

Styling updates include a new side panel with aluminum number board, a new heel guard, new brushed aluminum headlight brackets, new adventure-oriented seat material, new throttle body finishers and new paint schemes.

Street Scrambler models are equipped with a Brembo front brake, a cartridge fork, a 19-inch front wheel, Metzeler Tourance 90/10 adventure tires, an LED taillight and a USB charging port.

2022 Triumph Street Scrambler Sandstorm review
2022 Triumph Street Scrambler Sandstorm Edition

Limited to 775 units worldwide, the Scrambler Sandstorm Edition has a unique paint scheme, premium accessories (high front fender, tail tidy, sump guard, headlight grille and rubber knee pads on the tank) fitted as standard and a certificate of authenticity personalized with the bike’s VIN.

The 2022 Street Scrambler is available in three premium paint schemes: Jet Black, Urban Grey and two-tone Matte Khaki and Matte Ironstone with distinctive new tank graphics.

2022 Triumph Street Scrambler review
The 2022 Triumph Street Scrambler’s 900cc parallel twin makes 64 horsepower and 59 lb-ft of torque (claimed).

2022 Triumph Street Scrambler Specs

Base Price: $11,000 / $11,750 (Sandstorm Edition)
Website: triumphmotorcycles.com
Engine Type: Liquid-cooled, transverse parallel twin, SOHC w/ 4 valves per cyl.
Displacement: 900cc
Bore x Stroke: 84.6 x 80mm
Horsepower: 64 @ 7,250 rpm (claimed)
Torque: 59 lb-ft @ 3,250 rpm (claimed)
Fuel Delivery: Electronic fuel injection & throttle-by-wire
Transmission: 5-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: O-ring chain
Frame: Tubular steel w/ twin cradles, steel swingarm
Wheelbase: 56.8 in.
Rake/Trail: 25.6 degrees/4.3 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 4.7 in. travel
Rear: Dual shocks, adj. preload, 4.7 in. travel
Brakes, Front: Single 310mm disc w/ opposed 4-piston axial fixed caliper & switchable ABS
Rear: Single 255mm disc w/ 2-piston floating caliper & switchable ABS
Wheels, Front: Spoked aluminum, 2.5 x 19 in.
Rear: Spoked aluminum, 4.25 x 17 in.
Tires, Front: 100/90-19 tube-type
Rear: 150/70-17 tube-type
Wet Weight: 492 lbs. (claimed)
Fuel Capacity: 3.2 gals.
Fuel Consumption: 54.7 mpg (claimed)

2022 Triumph Street Scrambler Photo Gallery:

The post 2022 Triumph Street Scrambler | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

2021 Kawasaki KLX300 and KLX300SM | Video Review

We test two new models from Kawasaki: the KLX300 dual-sport (MSRP $5,599) and the KLX300SM supermoto (MSRP $5,999). Both are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected single borrowed from the KLX300R off-road bike.
2021 Kawasaki KLX300 dual-sport (left) and KLX300SM supermoto (right). Photos by Kevin Wing.

We test two new models from Kawasaki: the KLX300 dual-sport (MSRP $5,599) and the KLX300SM supermoto (MSRP $5,999). Both are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected single borrowed from the KLX300R off-road bike.

The KLX300 dual-sport is equipped with off-road-ready 21- and 18-inch wheels shod with Dunlop D605 knobby tires, a 43mm USD fork with adjustable compression damping and 10 inches of travel and a fully adjustable gas-charged Uni-Trak shock with 9.1 inches of travel. It has a 35.2-inch seat height and weighs 302 pounds wet.

The KLX300SM has 17-inch wire-spoke wheels shod with IRC Road Winner RX-01 rubber. Compared to the KLX300, the SM has stiffer suspension damping, less suspension travel, taller final-drive gearing and a larger front rotor.

Road Test Editor Nic de Sena spent a full day testing each bike, on public roads, at an OHV park (on the KLX300) and on a kart track (on the KLX300SM). He had a ball and says these bikes are great for newer riders or for those who just want to have fun on a budget. Check out his video review below:

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Source: RiderMagazine.com

2021 Ducati Monster | First Look Review

2021 Ducati Monster First Look Review

Ducati has announced an update to its middleweight naked bike lineup, with the new 2021 Ducati Monster and Monster+ models. Singularly dubbed “Monster” by the Bologna-based brand, the latest iteration of Ducati’s iconic series features a new chassis and utilizes the same weight-saving front-frame design as the Panigale and Streetfighter V4 motorcycles. That’s right — the new Monster is no longer using a steel-trellis frame. The result is a 40-pound weight reduction when compared to the Monster 821. Couple that with a more powerful 937cc Testastretta 11-degree V-twin engine, top-shelf electronics and a complete aesthetic refresh, and this Monster looks like a whole new beast.

Pricing for Ducati Red color options of the 2021 Ducati Monster and Monster+ is $11,895 and $12,195, respectively. Meanwhile, Aviator Grey and Dark Stealth colorways are an additional $200.

2021 Ducati Monster First Look Review

Interestingly, the MSRPs for the new Monster and Monster+ are cheaper than the 2020 Monster 821 ($11,995) and 821 Stealth ($12,895) models.

The Monster series dates back to 1993 and is the brainchild of famed motorcycle designer Miguel Galluzzi. Since its inception, Monster motorcycles have satiated those looking for real-world street sensibilities coupled with sporting performance. It has been a winning formula for Ducati, with over 350,000 Monster units sold since its introduction.

2021 Ducati Monster First Look Review

The rider triangle is more neutral and upright, thanks to the handlebar moving 2.8 inches closer to the rider. Legroom is said to have increased as well. In stock trim, the new Monster’s seat height is 32.3 inches and, with its narrow chassis, should accommodate riders of varying sizes. Ducati has taken an extra step for riders with shorter inseam lengths, offering a low seat option (31.5 inches) and spring lowering that drops the saddle height to 30.5 inches.

Powering the Monster and Monster+ is the 5.5-pounds-lighter 937cc Testastretta 11-degree V-twin that is also found in the SuperSport and Hypermotard lineups. Claimed peak horsepower has increased 2 ponies to 111 at 9,250 rpm, and peak torque has risen to 68.7 lb-ft at a street-friendly 6,500 rpm. The increase in displacement is said to distribute power more evenly across the entire rev range, emphasizing low and mid-range grunt. An up/down quickshifter is also standard and will make quick work of the 6-speed gearbox.

2021 Ducati Monster First Look Review

A full suite of rider aids is standard, and owners will be able to choose from three preset riding modes — Sport, Urban and Touring — which adjust throttle response and intervention levels. The new Monster also benefits from IMU-supported cornering ABS, lean-angle-sensitive traction control, wheelie control and launch control — all of which are adjustable from the 4.3-inch color TFT instrument panel. The top-tier amenities don’t stop there, with LED lighting all around, self-canceling turn signals and a USB charging port.

This year, the Monster has hit the gym, boasting a claimed wet weight of 414 pounds, shedding a whopping 40 pounds of weight compared to the Monster 821. This was achieved in numerous ways, and the biggest break in Ducati Monster tradition is the use of a much lighter aluminum front-frame design that uses the 937cc as a stressed member. The new superbike-derived front-frame weighs just 6.6 pounds, nearly 10 pounds lighter than the traditional steel-trellis frame featured on all prior Monster motorcycles. Also, engineers whittled the swingarm down by 3.5 pounds and the cast aluminum wheels by an additional 3.75 pounds. Other weight savings were achieved by using a lightweight GFRP (Glass Fiber Reinforced Polymer) subframe.

2021 Ducati Monster First Look Review

Weight reduction also extended to the 3.7-gallon fuel tank, which holds 0.7 gallon less than the Monster 821’s.

Ducati engineers also worked to create a more agile middleweight Monster by altering its geometry. The wheelbase comes in a slightly shorter 58 inches, and the rake is now at 24 degrees.

2021 Ducati Monster First Look Review

The suspension is handled by a non-adjustable 43mm inverted fork with 5.1 inches of travel and a spring preload-adjustable shock equipped with 5.5 inches of travel.

Braking duties are handled by robust radially mounted Brembo M4.32 4-piston calipers, clamping onto 320mm floating rotors in the front. In the back, a Brembo 2-piston caliper.

2021 Ducati Monster First Look Review

Available in two models, the Monster and Monster+ are identical mechanically and their technological features. For an additional $300, the Monster+ is equipped with a svelte flyscreen and passenger seat cover.

Ducati anticipates that the 2021 Ducati Monster and Monster+ will arrive in North American dealerships in April 2021. We can’t wait to throw a leg over one for a full review, but until then, feast your eyes on the new Monster.

2021 Ducati Monster First Look Review

2021 Ducati Monster and Monster+ Specs:

Base Price: $11,995 / $12,195 (Monster+)
Website: ducati.com
Engine Type: Liquid-cooled, transverse 90-degree V-twin, desmodromic DOHC, 4 valves per cylinder
Bore x Stroke: 94 x 67.5mm
Displacement: 937cc
Transmission: 6-speed, hydraulically actuated assist-and-slipper wet clutch
Final Drive: O-ring chain
Wheelbase: 58.3 in.
Rake/Trail: 24 degrees/3.7 in.
Seat Height: 32.3 in.
Claimed Wet Weight: 414 lbs.
Fuel Capacity: 3.7 gals.
MPG: 91 PON min. / NA

2021 Ducati Monster and Monster+ Photo Gallery:

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Source: RiderMagazine.com

Nelson-Rigg Tool Roll | Gear Review

Nelson-Rigg motorcycle tool roll kit

Does anyone carry tools anymore? With everyone packing smartphones, credit cards and roadside assistance, not to mention the reliability of modern motorcycles, some folks just hope for the best. But if you’re a touring rider who logs days or weeks on your motorcycle, especially if you venture far from home or off-road into remote areas, then you know that an ounce of preparation can save you a pounding headache.

These days most motorcycles come with woefully inadequate toolkits. There may be a cheapo screwdriver and perhaps a wrench or two, but that’s about it. You won’t be repairing your throttle-by-wire system out in the field, but you might need to tighten a mirror or a bolt that has vibrated loose. And, just as packing a rain suit seems to keep the rain at bay, carrying a well-stocked toolkit — and staying on top of your motorcycle’s maintenance schedule — may help you avoid problems in the first place. 

The best way to carry tools is in a tool roll, like this one from Nelson-Rigg. Made of abrasion-resistant UltraMax polyester, it’s black on the outside but has a high-visibility orange interior that makes it easy to see what’s what. The main compartment has pockets of varying widths with elastic loops to hold tools in place, and there are separate elastic loops to hold CO2 tire-inflation cartridges or tightly rolled stacks of $100 bills. There’s also a small, zippered mesh pocket to hold easy-to-lose items like extra bolts, nuts, etc. A large flap folds over the main compartment, and when spread out it’s a convenient place to put removed hardware or parts so they’re easy to see. The rolled-up roll secures with a long hook-and-loop strap that adjusts to accommodate whatever you decide to pack in there.

My tool roll is stocked with what I need for dual-sport rides, including combo tire iron/axle wrenches, rim protectors, a Leatherman multi-tool with extra bits and a bit driver extender, wrenches and sockets specific to my bike, vice grips, a JB Weld seal stick, zip ties, nitrile gloves, a tow strap and other odds and ends. Spend some time assembling a set of tools that includes only the essentials, and keep your tool roll, flat-repair kit, pump and first-aid kit in your saddlebag.

Nelson Rigg’s Rigg Gear Adventure Tool Roll measures 13.75 x 10.5 inches, costs $24.95 and comes with a lifetime warranty. Also available is a Rear Fender Bag ($55.95) that includes the tool roll. 

For more information, see your dealer or visit nelsonrigg.com.

Source: RiderMagazine.com