For the 2021 Yamaha Tenere 700, National Cycle’s VStream Windscreen comes in three sizes (from left): VSport ($129.95, light tint), Sport/Touring ($149.95, light tint) and Touring ($159.95, clear).
The windscreen on our long-term Yamaha Ténéré 700 not only complements the bike’s rally styling but works quite well for a stock bug catcher. Still, I felt that comfort for long highway stretches could be improved. My priorities for an upgrade were reducing wind noise and buffeting, retaining the bike’s good looks and durability. Having enjoyed a National Cycle screen on a previous motorcycle, I gave its VStream Sport model ($129.95, light tint) a go.
The shortest of three Ténéré windscreens offered, the Sport measures 12 inches from top to bottom, just an inch more than the stocker and low enough for adventuring. Calming the cockpit requires moving wind blast to the sides and away from the rider’s head. To accomplish this, the VStream is 4 inches wider than stock and incorporates side flares as part of its patented shape. I think they’re onto something, at least for a rider of my 5-foot, 8-inch stature. My freeway rides were definitely quieter, with less turbulence around my helmet; your decibels may vary. Taller riders can opt for the 15.25-inch Sport/Touring ($149.95, light tint) or 18-inch Touring ($159.95, clear) versions.
The VStream Sport Windscreen installed on our 2021 Yamaha Tenere 700 long-term test bike. (Photo by the author)
National Cycle’s proprietary 3-mm-thick Quantum hardcoated polycarbonate addresses durability issues. They’ve tested it to be 10 times more abrasion resistant than the next best material, Lexan FMR, and invite doubters to attack it with steel wool. So I did, also going after the Yamaha’s Lexan screen. With some hard work, I put a few small scratches in the VStream, and with much less effort did serious damage to the stock unit. A harder surface keeps the view clean and crisp by preventing light-scattering scratches and lets me slack off on my persnickety shield cleaning routine. National Cycle’s website video of a screen taking a shotgun blast vividly displays its polycarbonate’s impact resistance (spoiler: it didn’t break), making the 3-year breakage warranty a safe bet.
Installing the VStream on the T7 was as simple as removing four 4mm hex-head screws, swapping screens and re-installing the screws. The width of the Sport takes something from the 700’s rally vibe, but what it gives back in durability and comfort make it worth the sacrifice for me. Having made windshields since 1937 and pioneered the use of polycarbonate in 1975, National Cycle knows how to build a good windscreen. And they do it in the U.S.A.
When it comes to mandatory riding gear, most places require you to wear an approved helmet, but nothing else is required. It’s actually pretty weird when you think about it. A rider can go out on the bike sporting just about as much or as little protective gear they prefer.
Most riders raise the bar to wear an approved helmet, jacket, gloves, and in most cases riding boots/shoes but they have the choice – but they have the choice.
What about riding without gloves? Personally, I don’t leave the house without them, but that could be just me. Again, the choice is yours.
For our French friends across the pond – it’s been mandatory to wear approved motorcycle gloves for quite a while now. But they are about to be joined by Spain when it comes to mandatory riding gloves.
There was recently a meeting with the DGT (Directorate-General for Traffic) and additional stakeholders surrounding the proposed increase use of air-vests – which are most commonly found to be used on racetracks. The meeting ended up spreading the fear of mandatory use of air-bag vests on or off of the racetrack and was adjourned.
The meeting wasn’t completely wasted as it also pointed out that it would be following in France’s footsteps when it comes to riders wearing approved gloves. There was no specific time for the rule to take effect but it is sure to happen soon.
For me, this wouldn’t be big deal whatsoever. But how about you? What are your thoughts on mandatory gear laws?
In 1984, Shoei introduced the RF line of helmets, and since that time, the RF series has become one of the Japanese brand’s most popular lids. For over three decades, the RF lineup has been refined and with each update comes new technological and functional improvements. Shoei describes this evolution in the RF helmets with the Japanese term Kaizen, which is translated as “change for the better” or “continuous improvement,” and it’s more than evident in the new Shoei RF-1400 full-face motorcycle helmet.
We’ll have a comprehensive review of the new Shoei RF-1400 soon, but for now, we’ll whet your appetite while we get some miles in our test unit.
The Shoei RF-1400 is the latest addition to the RF family and a follow-up to the RF-1200, which was introduced in 2013. To that end, the RF-1400 boasts some critical improvements over the previous generation in terms of aerodynamics, comfort, noise and vision.
Shoei engineers refined the shell-shape of the RF-1400, and while it is visually reminiscent of RF-1200, the improved aerodynamic design is said to reduce drag by 4% and lift by 6%. A reduction in drag is always welcome as it lessens fatigue on the rider’s neck when riding.
Ventilation is optimized, thanks to a relocated forehead vent that now features an additional intake hole to increase positive airflow. Also, the exhaust vents are enlarged, improving the helmet’s ability to shed warm air. All told, the RF-1400 features six adjustable air intakes and four always-open exhaust outlets.
Returning to the fold is Shoei’s proprietary Multi-Ply Matrix Aim+ construction, featured in all the brand’s helmets, a combination of lightweight organic and high-performance fiberglass materials. The brand feels that this design offers the most impact-absorption, strength and elasticity. Adding to the safety features is a dual-layer, multi-density EPS liner.
The Shoei RF-1400 features a slightly snugger fit around the cheeks to reduce noise.
Sizing of the RF-1400 ranges from XS through XXL and uses four individual shell sizes (XS-S; M; L; XL-XXL), ensuring that riders can achieve a much closer, and therefore, safer fit. Shoei representatives stated that XXXL sizing would become available later in 2021.
As usual, the RF-1400 features a medium-to-long oval shape, just like the RF-1200, GT-Air II, Neotec II, Hornet X2 and X-Fourteen helmets. The 3D Max-Dry interior pads can be removed for cleaning, and owners can change pad thicknesses for a custom fit. This year, Shoei increased the cheek pad volume to reduce wind noise and create a slightly snugger fit around the neck. An emergency quick-release system is standard.
The new centrally-located locking mechanism.
The most distinctive change coming to the RF-1400 is the all-new CWR-F2 faceshield and baseplate system. The new faceshield uses a centrally located lock that helps evenly distribute forces when opened or closed and features vortex generators, borrowed from the race-ready X-Fourteen that improve aerodynamics and reduce wind noise. The Pinlock posts are positioned behind the helmet’s beading, creating unobstructed peripheral vision. Lastly, the helmet’s beading has been beefed up and is said to reduce noise through its improved seal.
The new Shoei RF-1400 is slated to arrive in authorized dealerships in January 2021. Perhaps the best news yet is that the new helmet is only $10 more than the previous iteration, with an MSRP of $499.99 for solid colors and $599.99 for graphic options.
Take the stress out of holiday shopping this year with the 2020 Holiday Buyers Guide presented by Thunder Press and Rider magazines
Cozy up next to the fire to read and dream about great rides and inspiring gear in our 2020 Holiday Buyers Guide and Fall/Winter Riding Special! Brought to you by the publishers of Rider magazine and Thunder Press.
Arizona-New Mexico Border Loop: Brace for a paradigm shift. Cajun, Curves and Catfish: A rider’s favorite road in Louisiana. Unexpected Serenity: A surprisingly rural ride in the heart of Southern California.
Rider and Thunder Press hope you enjoy this special digital edition and wish you clear skies, dry roads, long rides and the very best of holiday seasons!
It may seem like you need a big adventure bike to carry saddlebags or luggage on a long on- and off-road ride, or at least some sort of side racks to support and keep the bags out of the rear wheel. Fortunately for fans of smaller, more dirt-worthy machines, the clever souls at Wolfman Motorcycle Luggage have figured out how to secure soft luggage to the slim, Spartan tailsections of enduro and dual-sport bikes without mounting heavy and undesirable metal side racks.
In addition to a wide selection of soft luggage for all types of motorcycles, Wolfman offers the E-Base WP “Unrack” system as a starting point for mounting many of its different bag options. Constructed of two layers of custom 840d TPU with hard flexible plastic in between, the E-Base is waterproof and durable enough for sustained abuse off-road, and its simple three-point mounting system fastens it securely over the rear fender and side panels of enduros and dual-sports and makes it very stable. Multiple D-rings and quick-release straps on the E-Base let you attach Wolfman’s various bag options — I tried the waterproof small 303 WP and medium Rolie WP bags in various combinations depending upon the length of the ride.
Roll-down tops with quick release buckles and radio-frequency welded seams make the tough 840d TPU Rolie WP bags 100% waterproof, and the outside layer is laser cut with slots for nylon webbing straps that secure to the E-Base or to crash bars and tail racks. The 303 WP bag (named after Colorado’s original area code) holds six liters, and two or three of these are perfect for day trips on my Yamaha WR250R. For longer overnighters and camping I use the 12-liter medium Rolie WPs for more space. Large 20-liter Rolie bags are available for use with Wolfman’s larger B-Base WP and bigger ADV machines. All have bright yellow liners to make items easy to find within, and ask Wolfman about stuff sacks for the Rolie Bags WP — they were working on some at this writing.
Once you figure out how everything mounts and cut the straps to length (replacements are readily available), the E-Base WP and three Rolie bags filled to capacity simply won’t budge on my dual-sport, even after hours of riding on rocky, bumpy trails. The beauty of the system is that the bags can stay on the E-Base when you whisk it off the bike by simply undoing two straps. If you’re concerned about scuffing, I recommend applying some clear shelf liner or 3M paint protection film to finished parts under the E-Base, like the plastic muffler heat shield on my WR. Wolfman also sells accessory heat shields.
The $149.99 E-Base will fit most enduro bikes and smaller dual-sport bikes, like the KTM EXC, EXC-W, Husky FE and TE Series, Yamaha WR and WR250R, Honda CRF series, Suzuki DRZ400 and Kawasaki KLX250. Rolie bags sell for $69.99 to $99.99.
It’s no secret motorcycle apparel is often at odds with fashion. Luckily, Pando Moto has arrived to stem the tide of frumpy moto gear with the Pando Moto Capo Cor 01 Motorcycle Shirt (really a shirt jacket).
The Capo Cor 01 is a fully CE approved, level A certified, Cordura denim riding shirt that’s flexible, light and incredibly comfortable — on or off the bike. This trim cut unisex shirt fits well and provides plenty of mobility once in the saddle, with nifty features like an extended back to prevent it from hiking up and exposing your midriff.
Denim isn’t known for its breathability; however, the Capo Cor 01 allows a decent amount of airflow once your knees are in the breeze. Also, there are zippered vents in the armpits to help keep you cool. If that isn’t enough, sweat-wicking Coolmax fibers are woven into the fabric, helping dissipate perspiration on those hot days.
In terms of protection, the Cordura denim is your first line of defense against abrasion injuries. When it comes to impacts, the Capo Cor 01 sports extremely pliable CE Level 1 Sas-Tec TripleFlex armor in the shoulders and elbows that never binds up or becomes disagreeable. A back protector pocket is available, but owners will need to pick up optional Level 1 ($22.35) or Level 2 ($45.88) armor.
What I enjoy most about the Capo Cor 01 jacket is its subtle styling and embroidery on the shoulders, making this a dual-purpose piece of gear. It has a clean, simplistic look that accentuates the high-quality stitching. Sturdy YKK zippers and button snaps pull it all together and there’s even an internal zippered pocket to hold crucial items.
If you’re into café racers, cruisers, or simply looking dapper when rolling down Main Street, the Capo Cor 01 will set you back $304.63. Available unisex sizing: XS-XXL.
For more information: See your dealer or visit Pandomoto.com.
Pando Moto Capo Cor 01 Shirt Review Photo Gallery:
Rev’It is based in the Netherlands, which has a mild maritime climate (think moderate summers, cool winters and plenty of rain and wind), and its Neptune GTX ladies’ jacket and pants (the men’s version is called the Neptune 2 GTX) seems built for exactly that sort of weather. If you live in a similar climate, say the Pacific Northwest or even New England, the Neptune GTX could be a go-to choice. But if, like me, you live somewhere with hot, humid summers that require maximum airflow, you might find yourself pushing it to the back of the gear closet until autumn.
The first thing to note is that the waterproof Gore-Tex membrane is not laminated to the outer shell on either the jacket or pants, it is a separate inner liner. There is also an insulated thermal liner that goes inside that, and with all three layers snapped/zipped together, the Neptune GTX is a rather heavy — and complicated — set of apparel. You won’t want to attempt to piece it all together while pulled off to the side of the road with a thunderstorm threatening. The other caveat related to an inner Gore-Tex liner is the fact that it negates any ventilation in the outer shell. As I mentioned, moderate temperatures only.
If you can live with that, the Neptune GTX is a fantastic suit, with a tough Teflon-coated 880D polyester shell that sheds water and dirt. There are CE level 2 protectors at the elbows, shoulders and knees, with pockets for an optional back protector and hip protectors. I also appreciated the numerous large retroreflective panels on both the jacket and pants, and, my favorite part: the pants are available in long lengths, a rarity in women’s gear and essential for someone my height to have the knee armor positioned where it needs to be. As befitting proper touring gear, pockets abound and the large hip pockets on the jacket are waterproof. The polyester shell is highly abrasion-resistant, yet softer and more pliant than stiffer nylon, which makes the whole suit quite comfortable right out of the box and ready for long, multiday rides.
The Neptune GTX jacket comes in black in women’s Euro sizes 34-46 for $569.99, and the pants are also black, in women’s Euro sizes 36-46 (regular), 38-42 (short) and 38-42 (long) for $449.99.
For more information: See your dealer or visit revitsport.com
Sargent World Sports Performance Plus standard height seat with CarbonFX upholstery and red welt on 2019 BMW F 750 GS.
It was 1991 the last time I bought a motorcycle and settled for the OEM seat. When I sprang for a new BMW F 750 GS, it didn’t take many miles for my backside to request a seat upgrade. Now Sargent Cycle Products offers its range of World Sport Performance Plus seats for BMW’s latest range of mid-size adventure bikes (F 750 / 850 GS and GS Adventure).
The heart of these seats is Super Cell Atomic Foam, Sargent’s proprietary blend of resilience, firmness and vibration-absorption qualities. The seat foam is wider than stock and contoured to enhance lateral support and distribute pressure evenly. A central relief channel (where seat foam is strategically absent) takes pressure off your crotch and tailbone.
Sargent has added another comfort innovation. Inside the Super Cell foam, a quarter inch below the surface, resides a layer of memory foam that absorbs pressure points while retaining the Super Cell foam’s suspension qualities. Talking with Mark Todd, Sargent’s President and R&D chief, I learned that memory foam, while wondrous stuff, is notorious for wear if it’s allowed to make direct contact. Sargent’s clever design prevents such wear.
Embedding memory foam also allows Sargent to include a flexible heating element for riders who want the option of bun warming on demand. (BMW does not offer a factory heated seat option for its mid-size adventure bikes.) Sargent’s system uses conformable film and fine wire spiral wound glass core technology to create the heating element, which is adhered to the memory foam layer before it’s floated in the Super Cell foam. You can opt for rider heat only or dual zones for rider and passenger. Each heated zone draws approximately 1.7 amps (23 watts @ 13.5 volts), and rider and passenger each get a 10-step controller to set their desired toast factor independently. The controller is good looking, simple to mount, waterproof, and easily programmable for brightness and preferred direction of the heat level bar graph.
Sargent offers choices for marine-grade upholstery including CarbonFX or DTX, with or without grip zones on the front sides. (As their name suggests, grip zones are special panels that help your inner legs grip the seat…useful when riding in a standing position.) Each seat is hand-sewn, and Sargent offers lots of color options for stitching or welt to complement your bike’s livery.
Underneath is Sargent’s seat pan, which is injection molded from tough, lightweight PolyTec. Sargent now includes a compact, rechargeable, zoom-adjustable LED flashlight that stores neatly in a molded hollow in the seat pan. A USB cable for charging the flashlight is included, too.
Sargent’s heat controller is waterproof and easily programmable for brightness and the direction of the heat level bar graph. As shown, it’s mounted to the F 750 GS’s tank top trim, where it’s easy to see and adjust while riding. Sargent offers an aluminum mirror mount for the controller, although it ran into my bike’s midsize tank bag before the bars reach full lock.
Given my not-quite-towering 5-foot 7-inch frame and not-so-lengthy 30-inch inseam, I was on the fence between Sargent’s standard 32.1” standard seat height and 31.5” low version. (Lowered suspension is a whole different animal, especially for adventure bikes where ground clearance is important.)As Todd explained, high quality foam has everything to do with how a motorcycle seat treats your backside, and when you compare a standard height seat with a low seat, “the difference is all foam.”
I wanted to test the difference by the soles of my boots and the seat of my pants, and Sargent kindly provided standard and low versions for evaluation. I already put several hundred miles on BMW’s standard seat and about 1,000 miles on BMW’s low seat, and both had my backside sore within an hour and aching after a long day. BMW’s low seat in particular combines a reduction in foam with an odd shape that proved really uncomfortable.
The comfort advantage of Sargent’s standard height seat over either BMW seat was apparent even before my bike left the garage. The Sargent is both plush and supportive. Like the stock seat, my heels are off the ground at a stop, although the shape of the Sargent seat puts my feet a bit closer to terra firma than the BMW seat of the same height. From the first ride and during hundreds more miles on a mix of paved and unpaved surfaces, this seat has delivered a major upgrade in comfort. My logbook has few notes on Sargent’s standard height seat because I haven’t had any gripes. The CarbonFX upholstery looks and feels great, and it doesn’t become slippery when riding in wet conditions like some upholstery does.
Sargent’s low version drops seat height 0.6” (from 32.1” down to 31.5”). This is not as low as the 31.1” height of BMW low seat. The Sargent low seat’s support and shape provide a substantial improvement in backside comfort over the BMW low seat. With a few hundred miles behind me, the low Sargent even proved more comfortable than the standard height BMW seat, owing to better quality foam and seat shape. A day of back-to-back comparison runs, with both brands and standard and low seats, reinforced Todd’s points that high quality foam is the foundation of comfort in a motorcycle seat, and removing foam weakens that foundation.
Here’s something else worth noting: a low seat puts your feet closer to the ground by putting all of you closer to the ground. The handlebars, foot pegs and windscreen do not change location. That means your ergonomic relationship to the bike changes with a low seat. There’s a slightly higher reach to the bars, a bit more bend in your knees and a touch more wind protection as you sit lower.
So, what’s the “bottom” line? Sargent’s World Sport Performance Plus seat delivers a major improvement in comfort from BMW’s stock seat—more so with Sargent’s standard height version and its full measure of Super Cell Atomic Foam. The option for integrated heat adds another level of comfort that BMW doesn’t offer from the factory. That rechargeable flashlight is rather handy, too. Unless you are really inseam-challenged, go with the standard height version. Your backside will thank you.
Sargent includes a rechargeable LED flashlight with three settings (Hi/Lo/Strobe) and zoom optics. Serious flashlight nerds may pine for more candlepower, but it’s pretty bright and very handy. Note the hollow molded into the seat pan where the light tucks in.
Sargent World Sport Performance Plus seats for BMW F 750 / 850 GS and GS Adventure start at $499.95. www.sargentcycle.com 800-749-7328 (Toll Free US/Canada)
The Spidi Clubber jacket is the Italian brand’s latest retro leather ensemble, providing stylish looks with the utmost protection for fashion-forward riders. The clubber wouldn’t be out of place on the latest garage built café, cruiser or classic standard motorcycle with the jacket’s tasteful design and vintage aesthetic.
Where the Clubber stands out from the crowd is with its understated, classic charm and additions like the multi-colored stitching accents. A tasteful vintage Spidi embroidered patch on each arm ties the whole jacket together.
Your first line of defense is soft, pliable buffalo leather tanned and processed in Italy by Spidi that will provide plenty of abrasion resistance. Spidi also includes CE Level 1 armor in the elbows and shoulders. As is often the case with stylish jackets, a back protector is optional, but a Warrior L2 model is available from Spidi for $74.90.
Spidi is aiming at the quintessential motorcycle jacket look with the Clubber, so venting is used sparingly. A single zipper vent resides on the chest. As long as you’re in the wind, you should be fine in moderate temperatures and it’ll fare better than textile gear when the temperatures dip.
A non-removable lush tartan liner is definitely pleasing to the senses and a zippered stash pocket is included, capable of holding your cell phone or other important items. Two handwarmer pockets round out the storage capabilities. If you want to extend your riding into the winter months, optional thermal or rain liners can be popped in for $69.90 and $89.90.
Heavy-duty YKK zippers are found throughout the Clubber and importantly, leather button flaps prevent the zipper tabs from rattling annoyingly.
At $549.90 the Spidi Clubber does cost a pretty penny, but then again, who am I to argue about the price of looking cool.
For more information: See your dealer or visit Spidi
Even if you never lap a racetrack, there are advantages to wearing a racing-designed helmet on the street like this Scorpion EXO R1 Air full-face model. For starters, at 54 ounces in a size large, this helmet is anywhere from 2-10 ounces lighter than the popular street full-facers on our shelves, so if helmet weight is an issue for you the R1 Air is worth a look. Scorpion says its multi-layered Ultra-TCT shell combines fiberglass, aramid and poly-resin fibers that minimize weight while maximizing strength and impact dispersal. Looks pretty cool in the neon-red Corpus model, too.
The EXO R1 also earns the “Air” designation for its aero-tuned shell shape, which Scorpion says helps reduce aerodynamic drag and improve balance. I found the fit to be slightly more snug than usual for a large, but still comfortable, and the R1 Air includes Scorpion’s AirFit cheek pad inflation system to snug the cheek pads around and under your jaw to customize the fit and prevent helmet lift at high speeds. A small bulb in the chinbar lets you pump up air bladders under the cheek pads to the desired level, and there’s a button to release the air before you take the helmet off. Thinner cheek pads are available as well, and they all have an EMT-friendly emergency release system that is obvious from the underside and works well.
Inside, the R1 Air’s multi-layer EPS liner has channels for increased airflow, and the “aero-tuned” ventilation system uses two air intakes in front and a 3-port exhaust spoiler system. It does flow a noticeable amount of air with the vents open, and both front vents are closeable. You can also close the chinbar vent from the inside to keep air flowing to the face shield but not onto your face. (I put some tape over the hard plastic ribs on the interior chinbar vent slider to keep it from scratching my nose when I put the helmet on.) For warmer weather both the breath guard and chin curtain can be removed, though the latter does help make the helmet quieter. We always wear earplugs when riding, but on a short ride without them, I found the R1 Air to be slightly noisier than average like most racing helmets.
Integrated speaker pockets in the R1 Air make installing a Bluetooth comm system a snap. Its Kwik-Wick III anti-microbial liner is removable and washable, and I liked the liner’s softness and feel. Face shields are easily changed with the quick-release system, and there’s a center lock for the ratcheting shield that is easy to use. At lower speeds the shield will stay slightly open if desired to allow more airflow.
You’d be hard-pressed to find a lighter full-face helmet with so many premium features—heck, the D-rings are even titanium! DOT and ECE approved, the Scorpion EXO R1 Air helmet comes with a clear MaxVision Pinlock-ready anti-scratch face shield, a Pinlock anti-fog insert and free additional dark smoke MaxVision Pinlock face shield. Two limited-edition racer replicas, four graphic colorways and solid matte black are available in sizes S-2XL for $399.95 to $459.95 with a 5-year warranty. The racer replicas also have tear-off posts installed.
For more information: See your dealer or visitScorpion EXO.
