Tag Archives: Features

2020 Ducatis: Streetfighter V4, Panigale V2, Multistrada 1260 S Grand Tour | First Look Review

Ducati has announced its entire 2020 motorcycle lineup, which includes new models such as the Streetfighter V4 and V4 S and the Panigale V2, updates to its Panigale V4 and V4 S, a new version of the Multistrada 1260 S called the Grand Tour and the Scrambler Icon Dark.

Check out Rider’s Guide to New 2020 Street Motorcycles

2020 Ducati Streetfighter V4 and V4 S

2020 Ducati Streetfighter V4 S
2020 Ducati Streetfighter V4 S

After a four-year absence, the Streetfighter returns for
2020 and is now a naked version of the Panigale V4 with an upright handlebar. Its
1,103cc Desmosedici Stradale V4 makes a claimed 208 horsepower at 12,750 rpm
and 90 lb-ft of torque at 11,500 rpm. Features include “biplane wing”
aerodynamics, a full IMU-based electronics package with riding modes, fully
adjustable suspension (Showa Big Piston Fork, Sachs shock), a Sachs steering
damper, Brembo Stylema monoblock front calipers, Pirelli Diablo Rosso Corsa II
tires, a TFT display and LED lighting. With its 4.23-gallon aluminum tank full,
the Streetfighter V4 is said to weigh 443 pounds.

The higher-spec Streetfighter V4 S gets Ducati Electronic
Suspension (DES) EVO, Öhlins suspension (NIX-30 fork, TTX 36 shock and steering
damper) with Öhlins Smart EC 2.0 control system and forged aluminum Marchesini
wheels, and claimed curb weight is 439 pounds.

Both the Streetfighter V4 and Streetfighter V4 S come in
Ducati Red with a dark gray frame and black wheels. Pricing and availability
are TBD.

2020 Ducati Panigale V2

2020 Ducati Panigale V2
2020 Ducati Panigale V2

The Panigale 959 has been renamed the Panigale V2, and it’s
powered by a Euro 5-compliant version of the 955cc Superquadro L-twin that
makes a claimed 155 horsepower at 10,750 rpm and 77 lb-ft of torque at 9,000
rpm. For 2020 the Panigale V2 gets all-new bodywork, a full IMU-based electronics
package with riding modes, fully adjustable suspension (Showa Big Piston Fork,
Sachs shock), a Sachs steering damper, Brembo M4.32 monoblock front calipers, Pirelli
Diablo Rosso Corsa II tires, a TFT display and LED lighting. With its 4.5-gallon
steel tank full, the Panigale V2 weighs a claimed 441 pounds. The only color
option is Ducati Red with black wheels; pricing and availability are TBD.

2020 Ducati Panigale V4 and V4 S

2020 Ducati Panigale V4
2020 Ducati Panigale V4

Introduced for 2018 as the first mass-produced Ducati to incorporate a 4-cylinder engine, the Panigale V4 and V4 S have been updated for 2020 with “a series of refinements [that] make for an easier, more user-friendly, less fatiguing ride while simultaneously making the bike faster not just on individual laps but over entire timed sessions.” Adapted from the Panigale V4 R, the V4 and V4 S get a new aerodynamics package for improved stability, modified Front Frame stiffness for better feel at full lean and new settings for the electronics, suspension and throttle-by-wire mapping.

The Panigale V4 and V4 S are powered by a version of the 1,103cc
Desmosedici Stradale V4 with “new rider torque demand control logic” that makes
a claimed 214 horsepower at 13,000 rpm and 91.5 lb-ft of torque at 10,000 rpm.
The Panigale V4 features a full IMU-based electronics package with riding
modes, fully adjustable suspension (Showa Big Piston Fork, Sachs shock), a
Sachs steering damper, Brembo Stylema monoblock front calipers, Pirelli Diablo Supercorsa
SP tires, a TFT display and LED lighting. With its 4.23-gallon aluminum tank
full, claimed curb weight for the Panigale V4 is 436 pounds.

The higher-spec Panigale V4 S gets Ducati Electronic Suspension (DES) EVO, Öhlins suspension (NIX-30 fork, TTX 36 shock and steering damper) with Öhlins Smart EC 2.0 control system, forged aluminum Marchesini wheels, a lithium-ion battery and sports grips. Claimed curb weight is 430 pounds.

Both the Panigale V4 and Panigale V4 S come in Ducati Red
with a dark gray frame and black wheels. Pricing and availability are TBD.

2020 Ducati Multistrada 1260 S Grand Tour

2020 Ducati Multistrada 1260 S Grand Tour
2020 Ducati Multistrada 1260 S Grand Tour

Joining Ducati’s adventure bike family for 2020 is the Multistrada 1260 S Grand Tour, a special version with enhanced style and touring capability. Powered by the 1,262cc Testastretta DVT L-twin that makes a claimed 158 horsepower at 9,500 rpm and 95 lb-ft of torque at 7,500 rpm, the Grand Tour features riding modes that adjust power, throttle response, ABS and traction control settings, a full suite of IMU-based electronics (cornering ABS and traction control, cornering lights, wheelie control), semi-active Ducati Skyhook Suspension Evolution, an up/down quickshifter, hill hold control, cruise control, Brembo M50 monoblock front calipers, a TFT display and the Ducati Multimedia System. The rider’s seat height is adjustable, and the Grand Tour comes standard with a centerstand, hard saddlebags, heated grips, a keyless gas cap and a tire-pressure monitoring system.

The 2020 Ducati Multistrada 1260 S Grand Tour comes in Sandstone Grey with Ducati Red trims, red frame and black wheels with Ducati red trims. Pricing and availability are TBD.

Returning for 2020 are the Multistrada 950, Multistrada 950 S, Multistrada 1260, Multistrada 1260 S, Multistrada 1260 S D|Air, Multistrada 1260 Pikes Peak and Multistrada 1260 Enduro.

2020 Ducati Scrambler Icon Dark

2020 Ducati Scrambler Icon Dark
2020 Ducati Scrambler Icon Dark

Joining the Icon, Full Throttle, Café Racer and Desert Sled
in Ducati’s 803cc air-cooled Scrambler lineup is the Icon Dark, a matte black
version with a black frame and black seat with gray piping. All Ducati
Scramblers are Euro 5 compliant without any loss in performance, and cornering
ABS is standard equipment.

Other returning Ducati models for 2020 include (pricing and availability are TBD):

  • Panigale V4 R
  • 1299 Panigale R Final Edition
  • Diavel 1260
  • Diavel 1260 S
  • XDiavel
  • XDiavel S
  • Hypermotard 950
  • Hypermotard 950 SP
  • Monster 797
  • Monster 821
  • Monster 821 Stealth
  • Monster 1200
  • Monster 1200 S
  • SuperSport
  • SuperSport S

Source: RiderMagazine.com

The Quail Gathering XI

Quail XI, Quail 2019
The weather was wonderful, the motorcycles beautiful (mostly), the food delicious, and more than 3,000 people came to enjoy the show. Photos by the author and David Fairchild

The Quail Motorcycle Gathering has been going on for 11 years now, and I’m happy to say it was just as good the 11th time around. You ride along Carmel Valley Road, going east from Carmel, and signs soon indicate the Quail Lodge is off to the right (on Valley Greens Drive, in case you need that for your GPS). Ride past the lodge, cross a little bridge, then you see a lot of white tents off to your right and a straight road ahead — lined with hundreds of parked motorcycles.

Find a slot to back your bike into, and then walk over to the entrance. For 11 years I’ve left my gear on the bike and never lost anything, but there is a free “gear valet” tent should you be of a nervous nature. If you didn’t get an $85 ticket ahead of time, pay your $95, pick up a very well-done program — makes a great souvenir — and head on in. By 11 o’clock some 3,000 people are walking around this large grassy area, looking at more than 300 motorcycles on display, from scooters to customized creations, some gorgeous, some bizarre. A tasty lunch is provided for the price of the ticket; since the culinary pavilions are open from 11 to 3, peckish types can eat several lunches. Encircling the grass are a whole lot of tents featuring everything from motorcycle manufacturers to auction houses to medics with their electric bicycles, waiting to rush off and succor any ailing individual…perhaps someone so stricken by the beauty of the motorcycles that he or she faints from overwrought pleasure.

The Quail has never discriminated, as long as a machine has two wheels (sometimes three) and a motor, internal combustion or electric. For the awards there are nine traditional competing classes running from Antique to Custom/Modified, and a dozen featured classes that can be quite subjective, as they include subjects like Innovation and Design & Style. The tents on the sidelines may be showing off the very latest in modernism, including a rather expensive Arch motorcycle from the company of which Keanu Reeves is part owner; one of those will probably appear in the next “John Wick” movie. Or the latest battery-powered streetfighter from Italy, the Energica Eva, claiming a top speed of 125 mph and a range of less than 100 miles.

Since 2019 is the 50th anniversary of Honda’s CB750, that was a major part of the show. And it happened to be the 100th anniversary of the Brough Superior, so there were a few of those on display, most restored, but one had 90-year-old paint. By the way, it is important that that word Superior word be kept in there, as Daddy Brough had been building Brough bikes for a few years, since 1908, and then his son George came along and had the nerve to make what he claimed was a superior version. Which, apparently, it was. More than 3,000 Brough Superiors were built between 1919 and 1940, and to the surprise of many perhaps a third survive to this day. But not a single Daddy Brough to be seen.

Quail XI, Quail 2019, Brough Superior
This 1939 Brough Superior SS100 used a 998cc Matchless V-twin, and the 100 stood for guaranteed miles per hour, not engine size.

Somewhat more CB750s came off the production line, like 53,000 in 1969, and I’ve seen the figure of 444,000 total for the single overhead cam version, which was around for a long 10 years before becoming the double overhead cam. And Honda models with that 750cc (roughly) air-cooled in-line-four engine have stayed around into the 21st century. A pseudo-replica came out in 2007, though I don’t think that model ever made it stateside due to problems with the Department of Transportation.

More than 7,000 of the first batch of CB750s were called “sandcast” models, but an interesting tidbit of information is that the sandcast name is a misnomer. As Honda was concerned about the sales possibilities for this all-new-and-different motorcycle, rather than making more expensive production casting dies for the long run, it used less expensive gravity-casting metal molds for the first batch of engine cases. This left a rough finish that was mistaken for sand casting. Once the popularity of this bike was established, production die-casting molds were made.

Quail XI, Quail 2019, CB750 display
That is part of the Honda CB750 display, and the people who brought their CB750s to display are relaxing, while the mass of viewers are busy viewing.

A third featured class was for (pre-2000) Off-Road Wonders, covering every aspect of off-roading, from enduros to motocross. History tells us that observed trials riding began in Scotland more than 100 years ago. It was fun to look at some middle-aged machines intended for grueling events like the original Paris-Dakar Rally in the Sahara Desert.

Quail XI, Quail 2019, Sportster Enduro
We’re not sure why anybody would want to turn a Harley Sportster into an enduro bike, but this aesthetically questionable version was done by Jim Carducci.

Since The Gathering happened to coincide with International Female Ride Day, three women had their time on stage, including much-published Cristine Sommer-Simmons, who has motivated a lot of women to try the pleasures of motorcycling. The star of this three-way chat was obviously 11-year-old Kayla Yaakov, who has been road racing for two years and winning — much to the disgruntlement of those she has beaten. Also on hand was Ginger Damon, of Moto Couture, a company making fashionable protective gear for women.

There is always someone of note to serve as the latest Legend of the Sport, and this year it was legendary racer Malcolm Smith, who starred in the “On Any Sunday” movie. When he got on stage with his movie buddy Mert Lawwill, listening to their reminiscences hosted by Master of Ceremonies and sartorial wonder Paul d’Orleans of The Vintagent was pure pleasure.

Quail XI, Quail 2019, Malcom Smith
The Quail always nominates a Legend of the Sport, and for 2019 it was Malcolm Smith, who was one of the trio starring in the “On Any Sunday” movie.

The judges, under the leadership of Somer Hooker, finished their work in early afternoon, and more than 30 awards were handed out — Sam Roberts’ sandcast 1969 CB750 won Best of Show. All of the awards can be found online.

As a postscript, I will add that it takes a lot of work to keep a show like this going, and a fellow named Gordon McCall should probably take credit for that. He’s a local man, raised on the Monterey Peninsula, and well versed in the art of promotion as he puts on expensive car shows and very expensive airplane events. He is also good at promoting himself, with a pleasant short article about his buying his first motorcycle (a Honda 50) at age 14 appearing in an April edition of The Wall Street Journal.

Quail XI, Quail 2019, best of show
That’s Sam Roberts looking proud as his 1969 “sandcast” Honda CB750 just won the Best of Show award. (Photo by Tom Meadows)

How do The Gathering’s finances work? At last count there were 46 sponsors, from Geico insurance to Marianne’s ice cream — which people have been enjoying since 1947. The sponsors all contribute to the costs, from rental of the property for three days to feeding the crowd. And the tickets bought by the attendees probably add $250,000 or more. Money in, with money out including expenses, charitable donations and profit — if there is any to be had. The 2020 show is already being advertised…May 16th.

Keep scrolling for more pictures of the bikes at Quail XI….

Quail XI, Quail 2019, Curtiss Warhawk
The Curtiss Warhawk is powered by a 2,063cc OHV V-twin bolted into a monocoque frame, and can be yours for a mere $105,000; only 35 will be built.
Quail XI, Quail 2019, BMW with sidecar
Cars being expensive in the early 1950s, sidecars were popular; this classy outfit has a 1954 BMW R67/2 bolted to a S500 Steib.
Quail XI, Quail 2019, 1953 Indian Chief
This 1953 Indian Chief is the final example of the original marque; its demise was partially attributed to the company’s not upgrading the flathead V-twin to overhead.
Quail XI, Quail 2019, Revival The Birdcage
Revival Cycles’ “The Revival Birdcage” custom has a titanium trellis frame built around the Big Boxer engine that will power a BMW cruiser in 2020.
Quail XI, Quail 2019, Laverda
Laverda was a noted Italian company in the 1970s, coming out with very fast motorcycles, including this 3C triple with two disc brakes on the front wheel.
Quail XI, Quail 2019, Asymmetric Aero
So what is this curious machine? It’s called the Asymmetric Aero, powered by a Triumph 650 pushrod engine, and did 175 mph at Bonneville Salt Flats.
Quail XI, Quail 2019, vintage scooters
Anything with two—or sometimes three—wheels and a motor is welcome, as with this quartet of scooters, a Lambretta at the front, a trio of Vespas behind.
Quail XI, Quail 2019, BSA Bantan, Moto Guzzi Cardellino
A pair of tiddlers, with a 1950 BSA Bantam 125 in British post-office red, backed by a 1956 Moto Guzzi 65cc Cardellino in MG red.

Source: RiderMagazine.com

Inside Arai Helmets

Arai Helmet Factory Tour
Michio Arai, son of company founder Hirotake, and Michio’s son Akihito (on bike), two of the three generations of Arais that have been making premium motorcycle and auto-racing helmets for nearly 70 years.

After spending a few years behind bars and a desk at Rider magazine, I like to think I have some important things figured out. “Nonplussed” doesn’t mean unimpressed. Lean and believe. Bread plate on the left, drink on the right. And wear ATGATT (All of The Gear All of The Time), especially an approved helmet, preferably full-face. What about Snell vs. DOT vs. ECE 22.05 helmet certification standards? Yes, there are significant differences among them, but those differences really only come into play if you can predict what type of accident you’re going to have. The important thing is to find an approved lid that is comfortable and fits well, has good optics and doesn’t contribute to fatigue with excess noise or weight. A helmet that you like. A helmet that you want to wear, and always do.

Arai Helmet Factory Tour
Arai Americas Managing Director Brian Weston holds a “preforma,” or bird’s nest layer of chopped Super Fiber ready for the mold.

Arai has been making helmets motorcycle riders and countless successful racers want to wear for a very long time, since its first fiberglass-shelled model sold in Japan in 1952. Company founder Hirotake Arai, the son of a hat maker, was an enthusiastic motorcycle rider who established a headgear and textile factory in Saitama, Japan, near Tokyo, in the late 1930s, and after World War II made helmets for construction workers. When his buddies at the local racetrack asked him to make helmets for them, Arai created the first Japanese motorcycle helmets from fiberglass, resin and expanded polystyrene foam (EPS), effectively launching the Japanese motorcycle helmet industry. Despite focusing on head protection for fellow riders first and business concerns a distant second, the company flourished producing “HA” (Hirotake Arai) branded helmets, especially after establishing the “bag molding” technique with 2-piece metal molds that is still in use for most composite helmets today.

Arai Helmet Factory Tour
After the preforma or “bird’s nest” is inserted into the mold, one of Arai’s shell experts carefully places the reinforcing layers inside it, then a second preforma is put in to hold everything together, creating in effect a bird’s nest sandwich.

Soon after Hirotake’s son Michio (a rider since age 7) returned to Japan from college in the U.S. to help with the family business, Arai produced its first Snell-certified HA helmet in 1963. Exports began and the U.S. distributor who would eventually start and become President of Arai Helmet USA in 1977, Roger Weston, helped convince Hirotake to change the brand name from HA to simply “Arai” for obvious reasons.

Arai Helmet Factory Tour
An amazing number of preforma and reinforcing layers of fiberglass are used in each lid, some Super Fiber, some AR Mat and others Zylon or even carbon fiber.

Today Arai Helmet Ltd. has factories in Saitama and Shinto, Japan, and is still a privately owned family business, now in the capable hands of Michio “Mitch” Arai, 81, and his son Akihito. Production has ranged from a pre-recessionary high of more than 450,000 helmets annually to about 280,000 today, all by hand with the exception of six robotic lasers used to cut and trim the shells. Mitch and “Aki” Arai, along with Roger Weston’s son Brian — now Managing Director of Arai Americas — recently decided it was high time to pull back the veil on Arai’s skunk works in Japan with a press tour and ride that would showcase its new Regent-X full-face helmet (review coming soon) and two overriding aspects of Arai helmets: an unfailing attention to tradition, details and quality from its factory workers and helmet experts, many of whom have been with the company for decades; and Arai’s strong belief that in addition to absorbing impacts, a helmet’s shape must allow it to slide smoothly and deflect, or “glance off” impacts in order to prevent rotational energy from entering and affecting the wearer, hence the use of roughly the same smooth, egg-like shell shape since the 1970s.

Arai Helmet Factory Tour
EPS pellets of four or more different densities are used to create the EPS liner that crushes to absorb impacts.

So far no one has found a better material for a motorcycle helmet’s protective liner than EPS, and like most premium helmet companies, Arai forms its liners from EPS pellets of different densities — lighter for the thicker areas like the crown and forehead, heavier for thinner spots. Where technology and cost collide with tradition and safety is in the helmet shell, the designs for which vary greatly among manufacturers. Although the days of polycarbonate, injection-molded shells not holding up to more rigorous standards are long past, Arai believes that composite shells made of laminated fiberglass layers and resin can be stronger, lighter and safer, since the shell absorbs some of the impact by crushing or delaminating and better resists penetration (both a polycarbonate and composite helmet must be replaced after a serious impact, since the EPS liner will have been compressed).

Arai Helmet Factory Tour
The only robots in Arai’s four factories are the laser cutters used to trim the newly formed shells, one at its R&D center in Saitama and five more at the molding facility in Shinto.

Rather than throwing out a shell design and starting over each time, Arai’s current Peripheral Belt-Structural Net Composite 2, or PB-SNC2 (used in high-end models) and PB-Complex Laminate Construction, or PBcLc, shell designs have evolved from numerous CLC designs since the first in 1977. Both start with Super Fiber, fine strands that have 30-percent more tensile strength than ordinary fiberglass. These are chopped, sprayed with resin and blown onto a perforated, rotating vacuum dome, creating a strong “bird’s nest” of sorts that is heated to retain its shape. This bird’s nest is placed into a two-piece mold, and then up to 18 reinforcing pieces such as Arai’s peripheral belt of Zylon (also used in bulletproof vests) around the top of the eyeport and the Structural Net Composite, or SNC, that helps hold the layers together, are carefully placed inside the bird’s nest. Another bird’s nest is placed on top, sandwiching the whole thing together before the resin is poured in and the hot mold is closed up with a thick airbag inside to squeeze the layers together. After 13 minutes what began as a complicated sandwich of Super Fiber, fiberglass mat and Zylon layers that can take years to learn how to assemble has formed into a light, thin but ultra-strong integral shell.

Arai Helmet Factory Tour
Each and every shell produced 200 kilometers away in Shinto or nearby in Saitama must pass final inspection at this facility in Amanuma, where shells are checked for thickness, weight and visible irregularities.

After the virgin shells are trimmed around the bottom and their vents and eye ports cut by the laser, what follows is flurry of handwork and quality control by dozens of skilled workers, and with the exception of some paintwork and plastic part production it’s all done in-house. From sanding, priming, painting, water-decal application, strap riveting, and inserting the EPS liner to gluing in the eyebrow vents and comfort liners and numerous QC inspections, each worker doesn’t just do his or her job — each inspects and insures the quality level of each lid and genuinely cares about the result. What struck me most about Arai was not the modernity of the factories or quantity of helmets being produced, but rather that it doesn’t modify the design or what it feels is the safety level of its helmets in order to lower cost or make production more efficient or more automated. Just as it did in the 1950s, Arai genuinely cares about protecting fellow riders first and business concerns second. As Michio Arai said before we left, “Doing what we believes in gives us pride. We are not good businessmen, but we are determined to provide protection for the heads of fellow riders.”

Keep scrolling for more photos….

Arai Helmet Factory Tour
Michio Arai, 81, talks about Arai Helmet’s history in Saitama. The iconic photo in the background is of his father and company founder Hirotake standing on the saddle of his Harley in the late 1930s.
Arai Helmet Factory Tour
Punching out reinforcing layers en masse at the Shinto factory.
Arai Helmet Factory Tour
A machine weaves strands of Super Fiber for reinforcing layers like the peripheral belt that goes around the eyeport.
Arai Helmet Factory Tour
This is how a shell looks right after it’s removed from the mold. Now it’s off to the laser cutter. Note the staples used to hold some of the fiberglass layers together are all located in the eyeport, which gets cut out.
Arai Helmet Factory Tour
Since resin is relatively heavy, as little as possible is used to form a shell, leaving a rough finish that requires an incredible amount of handwork to get it ready for primer and paint.
Arai Helmet Factory Tour
Graphics that aren’t painted are typically water decals painstakingly applied before the helmet is clear coated. Interestingly decal application is all done by women, who Arai has found have much more patience than men for the intricate work.
Arai Helmet Factory Tour
We were treated to an exceptional preview of the new Arai Regent-X Helmet’s performance with a lengthy ride from Saitama to the famously twisty roads of Gunma Prefecture near the Shinto factory. Many thanks to Honda Motorcycle Japan for providing the bikes.

Source: RiderMagazine.com

2020 Kawasaki Z H2 | First Look Preview

2020 Kawasaki Z H2. Images courtesy Kawasaki.

Hold on tight. Kawasaki has announced it’s bringing its balanced supercharged 998cc inline four to its Z lineup of naked motorcycles with a new flagship model, the 2020 Z H2.

Read our Road Test Review of the 2018 Kawasaki Ninja H2 SX SE here!

More detailed information will be made available at the Z H2’s U.S. debut later in November, but for now we know that it will feature a specially designed trellis frame, Showa suspension, Brembo Monobloc brake calipers, LED lighting, a full-color, switchable TFT display, smartphone connectivity and a full suite of IMU-based electronics (riding modes, power modes, KTRC, KCMF, KIBS, KLCM, KQS and cruise control) and an assist-and-slipper clutch.

The 2020 Kawasaki Z H2 will be available in Metallic Spark Black/Metallic Graphite Gray/Mirror Coated Spark Black at an MSRP of $17,000. Stay tuned for further details.

Keep scrolling for more photos….

This image shows the massive air intake feeding directly into the balanced supercharger.
2020 Kawasaki Z H2.
Full-color TFT display has a switchable background.

Source: RiderMagazine.com

Before Help Arrives: Being Prepared in the Event of a Motorcycle Accident

During the first few minutes after TJ’s crash, he was woozy and in some pain. Once the adrenaline wore off, his condition became more serious. But without first aid training all we knew to do was call for help.

Like it or not, accidents happen. Fortunately, they tend to be rare events, and when they do happen they’re often minor, such as a parking lot tip over that does more harm to our pride than our body or bike. But sometimes accidents are more serious. Sand or gravel may cause us to lose traction. We may overcook a decreasing-radius corner. Or we may have a close encounter with a car or a leaping deer.

As responsible motorcyclists, we owe it to ourselves, our friends and our loved ones to be prepared in case an accident happens. If we’re riding in or near an urban area, then we can usually count on having a cell signal, the ability of first responders to access the scene quickly and the proximity of a hospital. But even in urban areas it could take up to 30 minutes or longer for an ambulance to arrive on the scene.

What should you do until help arrives? And what if the accident happens when you’re riding out in the country or other remote area? Those are exactly the sort of places we love to ride, where we can escape from the city or suburbia to enjoy winding roads and off-the-beaten-path scenery. How would you call for help? And even if you can call for help, how long will it take for an ambulance or helicopter to arrive?

A few years ago, during a dual-sport ride with friends, our buddy TJ crashed his GS on a downhill, landing on his right shoulder. He was woozy and in pain, but he was able to get up, remove his helmet and speak coherently. After a few minutes, TJ told us his fingers were numb, his arm felt cold and he had a history of heart problems. We were lucky. We had a weak cell signal and were able to use my GPS to provide precise coordinates to the 911 dispatcher, and an off-duty paramedic and a nurse happened to be in the area and attended to TJ while we waited for a helicopter. TJ was airlifted to a hospital where he was treated for a dislocated shoulder, a chipped bone in his upper arm and a bruised collarbone. 

We were relieved that first responders were able to provide assistance and evacuation so quickly, but what struck me about that incident was my ignorance of what to do other than dial 911. Recently I completed a weekend-long Wilderness First Aid course put on by NOLS, the National Outdoor Leadership School. Aimed at those who recreate outdoors where emergency medical response can be expected in less than eight hours, the course teaches the Patient Assessment System, basic first aid and how to make evacuation decisions.

As luck would have it, members of the Pathfinders militia were training in the area, and a nurse and a paramedic from the group attended to TJ until a helicopter arrived. Since help is rarely available in remote areas, it’s good to be prepared with first aid training, a first aid kit and a reliable way to contact first responders.

One of the teachers was Dave Craig, a Senior Instructor at NOLS who is a Wilderness EMT as well as a motorcyclist. He enjoys long, exploratory rides on his Suzuki DR650S throughout Arizona and down into Mexico. When I asked Craig how wilderness first aid applies to motorcycling, he said, “When it comes to first response to a motorcycle accident, whether in remote areas or not, there are several important elements. First, secure the scene to prevent further injuries.” This is the first step in the Patient Assessment System (see sidebar below). If the accident occurs on the road or a popular trail, enlist friends or bystanders to control oncoming traffic, and beware of other potential hazards. If the injured rider is trapped under his or her motorcycle, make sure the bike is picked up safely without putting you or others at risk.

“Second, you should be prepared with training and materials to attend to threats to life,” said Craig. “Take a first aid/CPR course and always carry a first aid kit with medical gloves. For the injured rider, first assess the ABCs — Airway, Breathing and Circulation, and check for serious bleeding. Next, evaluate D — Disability; in particular, do you need to protect the spine? And E — Expose any injuries so they can be examined.” This is part of the initial assessment in the Patient Assessment System, which is the first priority after the scene has been secured.

Many believe you should never remove a motorcyclist’s helmet if he or she has been in an accident. However, a full-face helmet’s chinbar covers the rider’s mouth, making it difficult to check airway and breathing. (A flip-up or modular helmet allows a rider’s face to be exposed without removing the helmet.) Also, if the accident occurs in a remote area where it could be an hour or longer until help arrives, removing the helmet allows the rider’s head to be examined for injury and helps keep them cool and comfortable. Whether or not the helmet is removed, ensure that the rider’s head is supported to protect the spine. 

“And third, after completing a thorough patient assessment, you need to have a way to contact emergency services in the areas in which you ride,” Craig said. At a minimum you should carry a cell phone, but a satellite communicator, such as those made by Garmin or SPOT (see Resources), is a great backup because they work anywhere and transmit precise location coordinates to first responders. Be sure to keep your phone and/or communicator in your pocket rather than on your bike in case you and your bike go separate ways in an accident, particularly if you’re riding solo.

Accidents are emotionally charged situations — for the rider(s) involved and for bystanders. If you witness an accident or are one of the first to arrive on the scene, it’s important to stay calm and help keep others calm. Assess the situation before diving in; help secure the scene and act in a thorough, deliberate manner. Just as motorcycle skills training prepares us to be better riders, hands-on first aid training prepares us to act with confidence so we can assist the injured as well as first responders. Always have emergency contact and personal medical information on your person in an easy-to-find location, as well as a first aid kit, a cell phone and, if traveling in remote areas, a satellite communicator.

Roadguardians.org offers an 8-hour Accident Scene Management Bystander Assistance Program for motorcyclists.

Patient Assessment System

Scene Size-up

Identify hazards to self, other rescuers, bystanders, patient.

Determine mechanism of injury.

Form a general impression of seriousness.

Determine the number of patients.

Protect yourself with body substance isolation (e.g., wear gloves).

Initial Assessment

Obtain consent, assess for responsiveness and protect the spine.

A – Airway: Open the airway; look in the mouth and clear obvious obstructions.

B – Breathing: Look, listen and feel.

C – Circulation: Check pulse at the neck; look and sweep body for severe bleeding.

D – Disability: Decide if further spine protection is needed.

E – Expose and examine major injuries.

Secondary Assessment

Head-to-toe examination (look, listen, feel, smell, ask)

Measurement of vital signs (responsiveness, heart rate, skin, respiration, temperature, pupils)

Medical history (chief complaint; SAMPLE — Symptoms, Allergies, Medications, Past history, Last intake/output, Events)

Source: “NOLS Wilderness Medicine, 6th Edition” (see Resources below)

Resources

Training

Accident Scene Management Bystander Assistance Program for motorcyclists; 8-hour course; visit roadguardians.org 

American Red Cross Adult First Aid/CPR/AED Course; 6-hour course (certification valid for two years); visit redcross.org 

NOLS Wilderness First Aid Course; 16 hours over two days (certification valid for two years); visit nols.edu

“NOLS Wilderness Medicine, 6th Edition,” by Ted Schimelpfenig (Chapter 1 covers the Patient Assessment System in detail); $16.95, visit store.nols.edu

First Aid Kits/Supplies

American Red Cross’ online store sells a variety of first aid kits, supplies and instructional books; visit redcross.org/store

NOLS Med Kits are made by Adventure Medical Kits and range from the basic, 3.7-ounce Med Kit 1.0 ($16.95) to the well-stocked, 25-ounce Med Kit 5.0 ($84.99); resupply packs and individual supplies also available; add a NOLS Wilderness Medicine Pocket Guide for $4.99; visit store.nols.edu

Personal Medical Information

Smartphones typically have easily accessible medical information and an emergency contact, as well as the ability to dial 911, directly from the home or lock screen. Look up the details for your device and fill in the forms as completely as possible.

Rescue Facts Emergency Pack, which attaches to apparel or helmet with hook-and-loop, contains a rewritable medical information form so it is easily accessible by first responders; $10, visit aerostich.com

Satellite Communicators

Garmin makes several products with inReach technology that allows two-way text messaging and S.O.S. signals via the global Iridium satellite network; starting at $349.99 plus required service plan; visit garmin.com 

SPOT makes one-way (Gen3) and two-way (SPOT X) satellite communicators for sending text messages and S.O.S. signals; starting at $149.99 plus required service plan; visit findmespot.com

Source: RiderMagazine.com

Moto Morini Corsaro Avio | Moto Morini to showcase new models at EICMA…

With Phil Aynsley


An all too brief revival of the famous Moto Morini name commenced in 1999 when Alfonso Morini’s nephew, Franco, bought the name back from Ducati (who had acquired it in the TPG buyout in 1996). The new joint-stock company Morini Franco Motori S.p.A. came into being in 2003.

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

The following year saw the announcement of a completely new motorcycle – the 1200 Corsaro. It was powered by a 87° DOHC V-twin that was designed by Franco Lambertini – who had been responsible for Morini’s V-twins, such as the 3½, back in the ’70s.

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

Corsaro Veloce, Sport & Scrambler variants followed before the enterprise went bankrupt in 2009. About 40 bikes were assembled from spare parts in early 2011 before the name was sold to Eagle Bike (a company run by two Italian entrepreneurs).

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

Limited production continued, from 2014 at a new location in Trivizio. The management changed again in 2015 with one of the owners leaving, the dropping of internet only sales and the establishment of a dealer network. New models were introduced including a revised Granpasso, Scrambler and Corsaro ZZ.

PA Morini
Moto Morini Corsaro Avio

Moto Morini are about to be re-born yet again with a display at EICMA next month where the company will present a new platform of mid-engine size motorbikes. A new platform which will be available in different models starting from the Naked and Adventure segment, a first teaser image of that new bike is below. 

Moto Morini Adventure Silhouette
Moto Morini are to unveil a new adventure bike next month

The new Morini range will be powered by the CorsaCorta 1200 cc engine, composed by the sporty Corsaro ZZ, the Corsaro ZT and the Milano, the company will also present a new element with what they claim will be a definitive version of the Super Scrambler.

In this feature though we focus on this June 2008 build Corsaro Avio that has only done 250km, and apart from being fitted with factory accessory Termignoni mufflers and having the pillion pegs removed, is in completely standard condition. Power output is claimed as 120hp at 8500rpm pushing a dry weight of 198kg.

PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio
PA Morini
Moto Morini Corsaro Avio

Source: MCNews.com.au

Retrospective: 1967-1969 Kawasaki C2TR 120 Road Runner

1967 Kawasaki C2TR 120 Road Runner. Owner: Cliff Schoening, Bremerton, Washington.

This was a little cutie, and inexpensive, too. Just $430 ($3,200 today) would get you this minimalist high-piped single in 1967. Not that the bike was set up for quarter-mile times, but a real lightweight rider with a strong wind at his back might break 20 seconds. What do you expect from a 120?

Kawasaki was the last of the Japanese Big Four to get into the American market, when an American-owned subsidiary appeared in Chicago in 1963 offering a few two-stroke singles. Early ads promoted its connection with the Kawasaki Aircraft Co. Ltd., which was shut down following WWII but started building planes again in 1954. The big K soon saw the error of its ways and set up a Kawasaki-owned operation in Los Angeles in 1965, sensibly giving the Americans involved a good deal of say in what should be built for the U.S. market. 

Two-stroke singles were the rage, cheap and simple, the essential engine having just three moving parts. In the home market Kawasaki knew that winning on Sunday meant selling on Monday, so it worked hard to score points in the racing world of Japan, using rotary valves instead of the old-fashioned piston-port design and applying the same sophistication to its street bikes.

In 1964 Kawasaki showed the C2SS (Street Scrambler) to the home market, an attractive little single intended for the pavement, with a stylish upswept exhaust pipe. It also offered the “trail kit,” an optional bundle of pieces that would turn this into a proper trail bike…of sorts. The kit had an adapter for raising the front fender, a luggage rack and a second rear sprocket mounted next to the stock one. The stock sprocket had 37 teeth and a first-gear ratio of 25:1. In a few minutes time the rider could loosen a few bolts and slide the new 59-tooth sprocket over the old one, giving a ratio of 40:1. Good for going up Mount Fuji!

In 1967 two very similar C2 120 models came to the U.S., the TR (Trail Rider) and the SS, both with street-scrambler styling. Obviously the word was that Americans thought that an upswept exhaust system was cool, and that occasionally leaving the pavement was great fun. The bikes were also given the Road Runner name. Most of us can remember the Road Runner cartoon character, a bird that was always being chased across the desert by Wile E. Coyote. The owner’s manual had an illustration of the bird. Obviously the California fellows thought this would be a great name for the bike, but there is no mention of whether the KMC execs ever asked “Looney Tunes” for permission.

The TR was slightly more off-road oriented, having knobbier tires, a smaller front fender mounted well above the wheel, slightly shortened saddle, bash plate and a big luggage rack — for carrying all that camping gear for the trip into the wilderness. Although the engine was a bit on the small side for anyone wanting to tackle rough, steep terrain.

The cylinder was aluminum with a cast iron liner and was almost square, with a 53mm bore, 52.5mm stroke for an actual 115cc and a compression ratio of 6.7:1. The factory was claiming 11.5 horses at 7,000 rpm, which was a small herd from a small paddock, with one pony for every 10cc; very neat. The advertised torque curve — what there was of it — was pleasantly flat, with 6.5 lb-ft at 2,000 rpm, maxing out at 9.1 lb-ft at 5,000 and dropping off to 7 lb-ft at an over-revved 8,000.

An 18mm Mikuni carburetor was coupled with an automatic lubrication system, called Superlube. The oil tank, easily accessible under the seat, delivered the lubricant (the amount being dependent on the throttle opening) to the front of the rotary valve, where it would mix with the gas. Fouling plugs was a thing pretty much of the past.
Oil-level viewing was on the left side panel.

The engine cases, made of aluminum alloy, held the cylinder up front, gearbox behind. Power ran back to a four-speed transmission of the rotary style, which meant the rider could go all the way around from fourth directly to neutral to first gear, or shift backwards through third and second. The shift lever was heel and toe so downshifting could be done without besmirching the rider’s white bucks. Remember those? 

The chassis did have some off-road pretensions, the photo model having a curious optional brace bolted to the lower legs of the fork and looping over the wheel in front of the fender. It may also have fended off the brush that an enthusiastic rider might get into. The full double-cradle frame was made of mild steel and very strong by the swingarm pivot. The double-cradle aspect extended to a pair of tubes forming the backbone under the tank and then going farther back from the main cradle to support the saddle and the tops of the two shock absorbers. Even with the aforementioned bash plate, there was more than six inches of ground clearance. Suspension was, well, not competitive, but quite adequate for the college-aged fellow who liked having a coed pressed against his back as they cruised the city streets.

Wheels were 18 inches at both ends, with small drum brakes that worked OK considering the speeds the Road Runner went. Forty-five inches between the axles made for a short machine. With 1.7 gallons of gas in the tank, weight was a modest 186 pounds.

The C2 Road Runners went away late in 1969; did “Looney Tunes” have anything to do with that?

Source: RiderMagazine.com

Montesa 250GP two-stroke GP racer

Montesa 250 two-stroke GP racer

With Phil Aynsley


Montesa GP
Montesa 250GP two-stroke racer

One of the only two such bikes ever built, this 250cc two-stroke twin was developed in conjunction with the Villa brothers in 1967. Francesco sold his 125 and 250 designs (which he had originally conceived for FB Mondial) to Montesa in return for becoming the company’s exclusive importer for Italy.

Montesa GP
Montesa 250GP two-stroke racer
Montesa GP
Montesa 250GP two-stroke racer

While extremely fast it proved too fragile to be a success – its best result was a second place behind Mike Hailwood on the Honda 250/6 at the Italian Riccione circuit in April 1967, with Walter Villa riding.

Montesa GP
Montesa 250GP two-stroke racer

Montesa GP

However with Montesa’s efforts becoming increasingly focused on off road bikes the road racing team was disbanded at the end of the year. The Villas went on to producing bikes under their own Moto Villa name.

Montesa GP
Montesa 250GP two-stroke racer
Montesa GP
Montesa 250GP two-stroke racer

An interesting technical feature was the part water cooling system. The rotary disc valves were water cooled while the heads were air cooled. An eight-speed gearbox was used, and power output was claimed as 35hp at 9800rpm.

Montesa GP
Montesa 250GP two-stroke racer
Montesa GP
Montesa 250GP two-stroke racer

Source: MCNews.com.au

Enhancing the Africa Twin | Stage 1: Minimal Weight Gain, More Protection

Our Editor-in-Chief got the farkling bug, and outfitted his Africa Twin with enough crash protection to cover any unexpected dirt naps, plus hard luggage and more. Photos by Kevin Wing.

It started innocently enough. At 507 pounds ready to ride, Honda’s CRF1000L Africa Twin is the lightweight among the liter-class ADV machines, and given my short legs and lukewarm off-road riding skills I had little desire to make it any heavier. What goes down must come up in order to carry on, and much beyond 550 pounds or so there’s little chance I’m picking it up by myself.

But before riding off into the sunset, every proper ADV machine should have a centerstand and heated grips, right? Both are Honda accessories and were easily installed. Hard saddlebag mounts were next — Honda’s bags are good-looking and convenient since they drop and lock right onto the bike’s built-in mounts, but aren’t quite sturdy enough for the adventures I have in mind. Wanting to mount either soft waterproof saddlebags to save weight or locking aluminum panniers for riding behind enemy lines, a good option is the Hepco & Becker Fixed Side Carrier ($281.18), distributed in the U.S. by Moto Machines. This adds just 10 pounds and carries my Hepco & Becker Alu-Case Xplorer 30-Liter Panniers ($821) quite securely, providing some tipover protection as well as storage. The bag/carrier combination on the bike is about an inch wider than the handlebars, and asymmetrical since neither the carrier nor right bag wraps around the muffler, but the offset is only two inches (which can be symmetrized by mounting a 40-liter Xplorer on the left). 

Here is a good view of the National Cycle VStream Sport/Tour Windscreen, Touratech Headlight Guard, Hepco & Becker Tank Guard and BDCW Connector Rods, Lower Engine Bars and Ultimate Skid Plate.

Now, I swear I was going to stop there, but the Moto Machines website sucked me in and before I could tame the mouse it had clicked on Hepco & Becker Handlebar Protection bars (2.75 pounds, $163.33) and its Tank Guard (8 pounds, $301.68) for the Africa Twin. I like the style and wind protection of the stock plastic hand guards on the AT — the sturdy steel Protection bars beef them up like an exoskeleton and install in about 10 minutes. And Tank Guard is kind of a misnomer — it protects far more than just the tank by mounting the tubular-steel bars solidly to the bike’s frame at top and bottom and wrapping around the front and sides of the AT’s fairing. Should make a good grab point as well.

K&N air filters are washable and last up to 100,000 miles; oil filters often come with a nut on top for easy removal and installation.

When I was installing the Tank Guard, I noticed just how exposed and vulnerable the Africa Twin’s radiators are to flying rocks and such, and that the thin plastic grates Honda has installed over them aren’t much better than soft cheese. That led me to Black Dog Cycle Works (BDCW), which offers a pair of well-made aluminum Radiator Guards ($95) that bolt on over the stock ones and don’t impede airflow. Turns out BDCW has lots of nice stuff for the AT, including tubular-steel Lower Engine Bars (6.5 pounds, $285); lightweight aluminum Connector Rods (1.75 pounds, $160) that link its Engine Bars to the Hepco & Becker Tank Guard; an aluminum Rear Rack (3 pounds, $149) extension; and large aluminum Traction Footpegs ($229). All of this stuff somehow found its way onto my bike in about 2.5 hours, helped by good instructions, well thought-out design  and an underpaid second pair of hands.

Mark’s Gear
Helmet: Arai XD4
Jacket: Olympia Dakar
Pants: Olympia Airglide
Boots: Sidi Canyon Gore-Tex

But what really blew me away was BDCW’s Ultimate Skid Plate (11.5 pounds, $349). Not only because it covers so much more of the bike’s tender underbits with tough 3/16-inch-thick aluminum than the stock 3-pound unit, but because its clever design takes less than 10 minutes to install, and it comes off for oil changes and such with just two bolts. The smooth bottom lets the Skid Plate slide over obstacles, and it’s contoured to the frame for maximum ground clearance.

Add combo wrenches for axle nuts and tire repair tools to this CruzTools RoadTech M3 Tool Kit and you’re good to go.

Oh boy, I was on a roll now. More wind protection: National Cycle’s VStream Sport/Tour Windscreen ($159.95) is about 3 inches taller and wider than stock, and quiets wind noise down quite a bit. Protection for that expensive LED headlight: Touratech’s Quick-Release Clear Headlight Guard ($139.95) is like a pair of safety goggles, straps on and can be removed in seconds. It doesn’t seem to affect the headlight beam either. More aggressive DP559 and DP121 Brake Pads from DP Brakes, a Nelson-Rigg Adventure Tank Bag ($101.95) and Sahara Duffel ($112.95), and I was nearly finished except for suitable rubber. We gave Michelin’s new Anakee Adventure Tires (MSRP front $202.95, rear $287.95) a thorough review in the June 2019 issue, and found them to be an exceptional choice for 80/20 ADV work. In addition to greater grip off-road than the Africa Twin’s stock tires, the Anakee Adventures sacrifice very little wet or dry on-road performance, and don’t make any noise riding in a straight line, just a mild hum in faster bends.

DP Brake Pads give the AT’s brakes more feel and bite.

All told I ended up adding about 50 pounds to my 2018 Africa Twin (not including the Xplorer bags), but now it’s ready for almost any adventure, and some of that weight should pay for itself the first time it takes a dirt nap….

Keep scrolling for more detailed photos.

BDCW Rear Rack.
Hepco & Becker Alu-Case Xplorer 30-Liter Panniers and Nelson-Rigg Sahara Duffel.
Trails End Adventure Tank Bag.
National Cycle VStream Sport/Tour Windscreen.
BDCW Traction Footpegs.
BDCW Skid Plate.

Source: RiderMagazine.com

Favorite Rides & Destinations Issue 8 is Here!

The Spring 2019 issue of Favorite Rides & Destinations is FREE and ready to view!

Favorite Rides & Destinations Issue #8

Favorite Rides & Destinations is the online motorcycle touring and adventure magazine from the editors of Rider. It includes touring features with printable maps, inspiring photography and gear reviews.

And it’s mobile-friendly, so it’s easy to view and read on your smartphone or tablet.

Click HERE to view Issue 8 of Favorite Rides & Destinations for FREE on your computer, smartphone or tablet. You can also view past issues.

Favorite Rides & Destinations Issue #8 Epic Ride

Highlights from Favorite Rides & Destinations Issue 8:

5 Photos of Epic Rides

Road to Wisdom
A journey of mind and motorcycles from the Midwest to the Rockies.

Chasing Dinosaurs
A fan of terrible lizards takes us on a great tour of Colorado, Utah and Wyoming.

Graded on a Curve
Reviews of products from HJC and Michelin.

Exhaust Note
Tales from the Silk Road.

And more!

Source: RiderMagazine.com