Three genuine icons of Italian motorcycle racing comprise the newest titles in “The Motorcycle Files,” the series of e-books written by Alan Cathcart and published by BRG Multimedia.
They are the legendary Moto Guzzi V8, the Bicilindrica V-twin from the same factory and the four-cylinder 350 that was the final Grand Prix racing motorcycle from MV Agusta.
Moto Guzzi was the dominant manufacturer in the
350cc class of Grand Prix racing in the mid-1950s and the sensational V8 was
the weapon it chose to make in an effort to take the premier 500cc category
from Gilera and MV Agusta. It is still the only eight-cylinder motorcycle ever
raced and had not reached its full potential when Moto Guzzi quit racing at the
end of the 1956 season. Although the V8 never did win a Grand Prix, its
specification alone, not to mention a win in the prestigious Imola Gold Cup and
recording a speed of 178mph in the Belgian GP at Spa, was enough to guarantee
it iconic status.
In contrast, the Moto Guzzi Bicilindrica 500cc V-twin did win the 1935 Isle of Man TT in the hands of Stanley Woods and many Grand Prix races after that. In fact, it kept on winning over a racing career spanning two full decades. The machine featured is the bike in its final form, as when it won the 1953 Spanish Grand Prix.
Covered by the final e-book in this release is a machine which truly represented the end of an era — the jewel-like 1976 MV Agusta four-cylinder 350, complete with titanium frame! Giacomo Agostini rode it to victory in the Dutch TT at Assen to suitably close the book on almost 30y years of highly successful Grand Prix racing activity for the famous Italian marque.
Each e-book in “The Motorcycle Files” series provides the reader with a full history of the subject machine, an in-depth technical analysis and track test riding impressions by Alan Cathcart. They are illustrated by rare archive material and superb digital photography, including many shots with fairings removed to give a close-up look at engine and chassis technology.
Priced at $3.99 each all 30 titles in “The Motorcycle Files” series are available for download from Amazon.
Make light of a situation with some of these flashlights.DC Irwin/Unsplash
Nowadays, cellphones conveniently have flashlight capability, but it drains the life out of its battery. How are you going to be able to make an emergency phone call or text if your phone’s battery is dead? It is wise to keep a good ol’ flashlight close by to light the way in this situation, but they are also useful around the house in the event of a power outage, at the campsite, or in the garage when you light up the space around your car’s belt drive. Flashlights from Anker, GearLight, and MagLite can brighten your world.
Anker Bolder Rechargeable LC40 Flashlight
Dusty, dry, or wet conditions, the Anker Bolder LC40 flashlight can assist in many dark places.Anker
The Bolder rechargeable LC40 flashlight from Anker is one great illuminating option to brighten your space with its 400-lumen LED. While it does not have the 900 lumens of the Anker LC90 flashlight in this list, the Bolder has adjustability with the high, medium, low, strobe, and SOS modes. In medium mode, this flashlight is claimed to last 20 hours on the 3350mAh battery. If the flashlight does start to lose juice, you can recharge it using the micro USB cable. Maintain your hold on the flashlight with the anti-slip finish. Rest assured that if it does drop, it is shock resistant and is built with a durable aluminum casing.
GearLight S1200 LED Flashlight
Focusing the beam or opening it up to light a larger space makes the GearLight a perfect option for the campsite.GearLight
A tight beam or a flood of light, the GearLight S1200 LED flashlight has the capability to narrow the beam or spray in a wider spectrum depending on your needs. The GearLight, too, has five modes (high, medium, low, strobe, and SOS). Water-resistant and durable with an aluminum body makes this flashlight appropriate for the rainy roadside emergency (because it always happens to rain when your tire decides to blow, right?).
Maglite LED 3-Cell Flashlight
Drop resistant and water resistant, the Maglite is another durable flashlight for your everyday use.MagLite
With an illuminating distance of 412 meters (~1,351 feet) this Maglite LED flashlight is a good one to have in your house, garage, or car’s glove box. Eighty hours of run time on high power make it a long-lasting light to keep around. Replaceable D cell batteries are the power source. This modern torch is available in blue, gray, red, silver, and camo.
Anker Bolder Rechargeable LC90 Flashlight
SOS or strobe modes are available in addition to high, medium, or low to suit your illumination needs.Anker
The 900 lumens pack a bright punch at the campsite with the Anker Bolder rechargeable LC90 flashlight. Zoomable capabilities allow you to focus in or spread light out. IP-65 rating ensures it is dust tight and water resistant for different conditions. After the six hours of battery life (in medium mode) has been used, recharging the tool is done by plugging in the micro USB cable into the port and power source.
Backyard astronomers among our readership might recognize the name “Maia” as one of the Pleiades, a cluster of stars easily recognizable in the night sky. The seven brightest stars are named after the Greek mythological daughters of the titan Atlas, and Maia, the eldest sister, is associated with growth and possibly the namesake for the month of May.
As far as motorcycle apparel goes, Maia is just a lovely name for a summer and “shoulder season” Scorpion jacket, with a longer touring cut and plenty of thoughtful design features. Its outer shell is made from dual-layer small-pore mesh throughout the front and back of the torso and the inner arms, with plenty of tough 600D polyester coverage where you need it most: shoulders, outer arms, elbows, hips and lower back. Inside is a full mesh liner for maximum airflow, with an Airguard windproof and water-resistant liner that zips in for chillier rides. Retro-reflective material runs across the upper back and down the front and back of each arm for nighttime visibility. Elbow and shoulder armor is made by Sas-Tec and is CE-certified to level 2; the foam back pad can be swapped for an optional CE-certified protector. There are two deep zippered handwarmer pockets and one inner chest pocket, and fit can be dialed-in with elastic straps below the bust and two zippered hip gussets; accordion stretch panels also help with fit as you move around on and off the bike.
I like the heavier-duty feel of the Maia compared with some other ultra-lightweight mesh jackets with less protection that I’ve worn, and the large-tooth front zipper is smooth and easy to use. The touring-cut Maia also happens to fit me and my long torso and arms quite well. Best of all, its mandarin collar is neoprene-lined for chafe-free comfort, and zips all the way up with no annoying hook-and-loop or snap strap to fiddle with. Cuffs are zippered as well, but with hook-and-loop straps that keep the cuff securely closed over gloves. Overall, this is a solidly built and thoughtfully designed jacket that will keep you cool in hot weather and won’t break the bank.
The Maia is available in black or black/gray in women’s sizes XS-XL for $189.95; 2XL costs an extra $10.
For more information, see your dealer or visit scorpionusa.com.
HJC i70 Full-Face Helmet, available in several solid colors and graphics.
The older I get, the more I appreciate simplicity, whether it’s sticking to a few simple ingredients in our meals, limiting investments to low-cost index funds or avoiding clothes that require dry cleaning (or even ironing, for that matter). Same goes for the gear I like to wear on the bike, which tends to get dropped, lost, forgotten, stolen, broken and/or dirty in short order. So the simpler the better, and if it’s inexpensive that helps, too.
At an MSRP of $199.99 to $219.99, HJC’s new i70 sport-touring helmet line is definitely inexpensive, and uses a tried-and-true full-face design formula to keep the helmet simple without forgoing any basics. The DOT-approved i70 starts with an injection-molded, advanced polycarbonate shell that HJC says is lighter and more compact than its iS-17 predecessor. Its removable, washable Super Cool comfort liner has a Glasses Groove to ease wearing your spectacles, and the EPS liner has molded-in pockets by the ears for comm system speakers. Very functional closeable vents in the top and chinbar are easy to use with gloves on, and flow plenty of air into a channel in the helmet liner and out the exhaust vent/spoiler or up onto the face shield. The Pinlock anti-fog-ready face shield comes in clear, smoke, dark smoke, amber or mirrored silver, blue or gold and can be changed without tools. Since the built-in, drop-down sun visor is already dark smoke, I found the clear anti-scratch face shield a good choice for touring and commuting, and it ratchets into one of six positions (including a barely-open vent position) and locks closed with a center locking system.
In daily use behind a windscreen or straight into the wind, worn briefly without earplugs I found the HJC i70 to be about average for noise. The double D-ring fastening system has an extra-long strap with an end retainer, and at 3 pounds, 8 ounces in my size large, the helmet is a few ounces lighter than most fiberglass composite lids. Its comfort liner has a soft texture and firm, supportive foam that is comfortable and seems to wick away sweat, and both the cheek pads and headliner come in interchangeable sizes. The lever for the sun shield slides back-and-forth along the bottom edge of the helmet shell and was a bit sticky at first, but loosened up with use.
Overall the HJC i70 is a functional, comfortable full-face helmet with everything you need and nothing you don’t. I’m especially fond of the hi-viz Rias graphic shown, which looks cool and gets attention. The helmet comes in solid colors and several graphics in sizes XS-2XL (add $5 for 2XL) spread over two shell sizes.
For more information, see your dealer or visit hjchelmets.com.
Keep your garage floor free of oil stains with the help of any of these funnels.Kenny Luo
It’s too easy to spill oil all over the garage floor when performing routine motorcycle maintenance. That’s why it’s worth investing in a few good funnels to get the job done cleanly and professionally. There are plenty of funnel options out there, but here are a few we found that could help you get the job done whether you are the penny pincher, the funnel collector, Harley-specific tinkerer, or the professional shop mechanic.
Nopro Plastic Funnel (Set of 3)
Three funnels are included in the Nopro plastic funnel set.Amazon
For most non-professional, DIYers, these funnels make it easy to get fresh oil into the vehicle simply and effectively. Different mouth/stem sizes like 4 inches/0.5 inch, 3.5 inches/0.4 inch, and 2.5 inches/0.3 inch are included in this bundle, so no matter the job, big or small, you can take it on with the large-, medium-, or small-sized funnels. For storing, the funnels can be nested together or one can use the loops on the side to hang them in the garage.
WirthCo 10-Piece Funnel Assortment
The more funnels the merrier. With this 10-piece set from WirthCo you will have the funnel you need for any application.Amazon
No matter the job, there is bound to be a funnel in this 10-piece set from WirthCo that will help you keep a clean shop. This set includes the most popular funnel sizes and designs including: one 2-quart funnel, one 3-pack funnel set, two clip-on spouts, two flex spouts, one 1-quart flex funnel, and one capped funnel. You will always have the funnel you need if you have this set close to your toolbox.
MoKo Primary Case, Crankcase, And Oil Filter Funnels
The ABS material of the Moko funnels is impact resistant, heat resistant, and flame retardant.Amazon
Bar and Shield riders can maintain their Harley-Davidsons like the pros with this three-piece set from MoKo. Because the maintenance doesn’t end when you drain the oil, the set includes a 9-inch crankcase fill funnel, a primary case oil fill funnel, and a drip-free oil filter funnel. These are made from high-quality ABS plastic that is sturdy and corrosion resistant. While the transmission crankcase fill funnel can work on Honda, Kawasaki, Suzuki, and Yamaha models as well. The primary case oil fill funnel is compatible with 1999–2000 Evolution 1340, 1999–2017 Dyna, 1999–2017 Softail, and 1999–2015 touring and trike Harley models. The drip-free oil filter funnel is also limited to 2004–later Sportster XL, 2008–2013 XR, 1999–2017 Dyna, 1999–2016 touring, and 2009–2016 trike models.
Arksen 20-Gallon Portable Oil Waste Tank And Funnel
Maneuver Arksen’s 20-gallon steel waste tank and funnel around with the use of the smooth-roller wheels and casters.Amazon
While this funnel/tank combo may require a lift to be of any use, this is still a great all-in-one option for oil changes. You can either extract the waste using the venturi-vacuum extracting system or simply use gravity. Situated on two 3-inch swivel casters on the front and two 6-inch rear wheels you can move the tank around your garage with ease. The 15-inch-diameter funnel will be sure to catch any oil dripping from the sump and you can adjust its height between 45 inches up to 75.5 inches for vehicles on lifts.
Cortech “The Primary” Riding Jeans are a single-layer Kevlar-and Cordura-nylon blend with pockets for optional Sas-Tec knee and hip armor.
From Marlon Brando and Steve McQueen to Brad Pitt and George Clooney, wearing jeans while riding a motorcycle has long been an essential part of being “cool,” because jeans are relaxed, comfortable and stylish. Plenty of people who aren’t famous movie stars wear jeans while riding for the same reasons. We get it — some textile riding pants look dorky, and pulling them on and off can be a hassle. But when it comes to crash protection, plain old Levis or Wranglers aren’t much better than wearing nothing at all.
Fortunately, modern textile engineering and manufacturing make it possible for us to have the best of both worlds. For years there have been riding jeans made with heavy-duty stitching and liners in impact areas made of tough, heat- and abrasion-resistant aramid fabric, such as DuPont Kevlar. As effective as Kevlar-lined jeans are, the extra layer of fabric can make them much heavier and warmer than regular jeans.
Cortech recently introduced two types of riding jeans: “The Standard” ($129.99), which are made of 14-ounce 100-percent cotton denim lined from waist to shin with Kevlar, and “The Primary” ($199.99), which are made of fabric that’s a special blend of 13.5-ounce denim, Cordura Nylon and Kevlar, eliminating the need for a two-layer design. Both types of Cortech jeans have pockets for optional Sas-Tec CE-approved knee and hip armor ($24.99-$29.99).
“The Primary” jeans are thicker and heavier than regular jeans, but not excessively so; to me, the extra heft is worth it for added protection. Cortech says the high-tech denim/Cordura/Kevlar fabric has up to 350% higher tensile strength, up to 200% more tear strength and 500% more abrasion resistance than standard cotton denim. The jeans are constructed using “high strength 3-ply tex-75 nylon thread” with “triple over-lock safety stitched critical seams and added internal safety stitching.” They have six pockets and a button closure with a YKK fly zipper.
With a relaxed-fit seat and thighs and a straight-leg cut, these jeans are ideal for swinging legs over motorcycle seats, enjoying freedom of movement in various seating positions and walking/sitting comfortably when off the bike. The optional knee armor, which is height-adjustable over a 6-inch range, is unobtrusive and hardly noticeable from the outside. During the warm spring and summer months, Cortech’s “The Primary” have been my go-to riding jeans, especially during my daily commute. And rolling up the bottom cuff reveals a Scotchlite reflective tab for nighttime conspicuity.
With “The Primary” jeans, which are available in Midnight Blue only in men’s waist sizes 32-40 (all with 32-inch inseam), you can look cool and be protected.
For more information, see your dealer or visit cortech.net.
Rather than producing yet another pair of DOT 50/50 knobbies that wear like soft cheese, Dunlop’s Trailmax Mission tires take an innovative approach to providing good on- and off-road traction with longevity, claiming as much as 8,000 miles for a rear.
Adventure-bike tires are always a compromise, so they’re often categorized by their intended “mix of usage,” e.g. 50/50 for a tire that is good for someone who rides 50% on-road and 50% off. Know anyone like that? Neither do I, especially among riders who pilot larger ADV machines. For most of us spending even 10% of our time off-road would be a challenge, but few riders want a “90/10” tire that just barely cuts it in the dirt.
We could just run 50/50 tires all of the time, but the good ones wear out too fast, and the bad ones suck on the street. What we really need is a “60/60” tire, one that works 60% as well as a full-on knobby off-road and 60% as well as a sport-touring tire on the street, with the longevity of 90/10 tire on the rear.
Dunlop’s Trailmax Mission tires work nearly as well off-road as more knobbed 50/50 DOT tires, without sacrificing much performance on the street. Photo by Simon Cudby.
After two years of development—a year spent on the aggressive Staggered Step tread pattern and compound alone—Dunlop has plugged the “50/50” hole in its ADV tire lineup with its new Trailmax Mission tires. Using the criteria I suggest above, these are really 60/60 tires, since they deliver close to DOT knobby-like performance off-road and footpeg-dragging levels of grip and stability on the street. They also promise better wear—Dunlop says independently contracted test riders got 8,000 miles out of a rear on a Suzuki V-Strom 1000.
Designed and manufactured at Dunlop’s factory in Buffalo, New York, the Mission’s start with a rugged bias or bias-belted construction rather than radial, since the tread area and sidewalls are a single tough unit and can be thicker to resist cuts and punctures. Construction varies based on fitment—some sizes have reinforcing belts and others don’t depending upon how much load capacity and/or compliance is required—but all can be used with or without tubes.
Large off-road oriented bikes with 21-inch front wheels like the Africa Twin need a carefully engineered set of tires for the best handling on-road. The Missions are stable, even under a load, and provide excellent grip in the dry. We’ll let you know about their wet weather performance soon. Photo by Simon Cudby.
Some elements of the Mission’s tread design were inspired by the Wildpeak light truck tire from Falken, Dunlop’s sister auto tire company. In combination with the large stepped tread blocks and deep grooves, the Mission’s prominent side lugs shared by the Wildpeak are said to add rigidity and durability in rocky terrain; allow lower pressures off-road with less risk of pinch-flatting; help provide steering stability in sand, mud and gravel surfaces; and help steer the bike out of ruts off-road, even on big ADV bikes. Mounted on my Honda Africa Twin and ridden on rocky, rutted fire roads in the San Bernardino Mountains near lake Arrowhead, California, I found the Trailmax Missions delivered nearly as much traction off-road as a knobby 50/50 competitor on the same bike. That may change in muddy conditions I have yet to ride, when a grooved tire is more likely to pack up than a knobby, but the Missions have wide grooves and a 60/40 land/sea ratio, so they should still do quite well in the sloppy stuff.
Staggered-step tread blocks, hollowed-out areas on fronts (except 21-inch) and prominent side lugs all contribute to the Mission’s solid off-road performance.
Although not as road performance-oriented as Dunlop’s 90/10 Trailsmart radials, after several hundred miles of Interstate, highways, surface street and twisting backroad I found the Trailmax Missions offered all of the grip and stability I could use on the pavement, even with the 21-inch front/18-inch rear combo on my Africa Twin carrying loaded panniers. It helps that Dunlop engineered a specific tread pattern for the 21-inch Mission front, which has larger tread blocks that don’t require hollowing-out to achieve enough grip like the 17- and 19-inch sizes do. The Mission fronts also have a symmetrical tread pattern that helps reduce uneven wear.
Dunlop Trailmax Mission tires are available in a wide size range that covers most ADV bikes, scramblers and crossovers. According to Dunlop, sizes will arrive in phases, with most available in November and the rest landing by January 1, 2020. MSRP ranges from $131.21 to 285.23.
The Trailmax Mission fills a need in Dunlop’s lineup for a more do-it-all street/dirt tire, and if it lives up to the mileage claims, could be a go-to choice for a lot of ADV riders. By the way, a good combo for serious off-road ADV work is a D606 front and D908RR rear tire combo.
Arai Helmets’ premium full-face and open-face motorcycle helmets stand out for a lot of reasons. Chief among them are impeccable hand craftsmanship and materials, comfort, a custom-like fit and an unwavering devotion to the company’s stringent definition of head protection, which generally exceeds U.S. Snell certification standards. These qualities have helped Arai build a large fan base among both regular on- and off-road riders as well as a heap of successful racers.
That base might also point out that — because of all of the above — Arai helmets tend to be pricy, and for some wearers the design of the shell, neck roll and cheek pads can make the helmets difficult to put on and take off. Once an Arai is on your head, it’s hard to imagine a cozier, more secure lid, but for some getting it over the largest part of their melon can be a struggle.
The Regent-X is easier to put on/take off, thanks in part to a newly shaped shell with a 5mm wider opening in the cheek and chin areas.
To address both issues Arai has created the new Regent-X full-face helmet, which offers all of the qualities for which Arais are known at a lower cost, and it has some simple changes that make the Regent-X lighter and easier (effortless, actually) to slide onto and off your noggin. For starters the Hyper-Ridge-reinforced bottom opening of its new Peripherally Belted – Complex Laminate Construction 1 (PB-CLC1) fiberglass shell is 5mm wider in the chin and cheek area, and the neck roll is thinner and shorter back to front. Arai’s Facial Contour System (FCS) cheek pads, which move up and down as you don the helmet and wrap snugly around your jaw, carry over but now have recessed speaker pockets for more space and to ease communicator installation.
More cost-effective materials make the Regent-X’s new shell a little heavier than the PB-SNC2 shell in Arai’s flagship Corsair-X helmet, though Arai says it still provides the same level of protection. Interestingly, at 54.5 ounces in my size large, due to its minimal vent scoops and simpler neck roll the Regent-X ends up 2.5 ounces lighter overall than a Corsair-X. As usual the Regent’s brushed nylon interior is soft and silky comfortable, and optional sizes are available for the removable, washable head liner and cheek pads for a custom fit. Venting is noticeably effective and the front chinbar and dual brow and top vents are closable, though the rear exhaust vents on the Regent-X are always open.
FCS cheekpads rotate slightly when donning/doffing the helmet to facilitate a more comfortable experience.
A few years ago Arai changed its toolless shield pivot design to make it easier to use and enlarged the smooth area above it (along the Snell impact test line), so changing shields is a snap (as always, read the manual). I’m a big fan of Arai’s ProShade shield, too, which adds a flip-up sunshield to a regular clear shield to provide similar convenience to an interior drop-down sunshield without compromising the forehead area of the helmet.
If you’re a regular Arai wearer you’ll find the Regent-X so easy to slide on and off that it actually takes some getting used to, but once you do I promise it will become your go-to Arai, especially since it’s just as quiet, light and comfortable as other Arais.
The upper edge of the Regent-X’s eye port is reinforced with Arai’s Peripheral Belt, which is custom woven in-house with proprietary super fibers to increase shell strength without adding thickness or weight.
The Regent-X has an Intermediate Oval interior shape (Round Oval and Long Oval are available in other Arais), is Snell M2020 certified and will be available in early to mid-December in a variety of solid colors ($559.95) and graphics ($689.95).
For more information, see your dealer or visit araiamericas.com.
National Cycle VStream Touring Screen and ZTechnik Stabilizer installed on a 2019 BMW R 1250 GS.
When it comes to personalizing one’s adventure/luxury/sport/cruiser touring motorcycle, windscreens and seats are among the more popular upgrades. National Cycle, maker of OE windscreens for leading manufacturers, also produces replacement screens. And ZTechnik, National Cycle’s in-house brand of bits and bobs for BMWs (“Zubehör Technik” is German for “technical accessories”), provides trim pieces, guards and other farkles.
For BMW’s popular R 1200/1250 GS/GSA models, National Cycle and ZTechnik offer two complementary upgrades — VStream windscreens in three heights and a windscreen stabilizer. When BMW gave its mighty GS a major makeover for 2013, one of the many improvements was a knob for on-the-fly, one-hand manual height adjustment of the windscreen. But, especially with larger aftermarket windscreens, some GS owners have complained that the OE mounting system allows too much windscreen flutter.
The VStream screen is taller and wider than stock.
For our 2019 BMW R 1250 GS Exclusive, we requested the VStream Touring Screen ($129.95), which at 19.5 inches tall by 15.25 inches wide is the mid-size VStream offered for the GS (Sport screen is 15.5 x 14.25 inches; Touring Deluxe is 22 x 15.75 inches). As you can see in the above photo, the VStream Touring Screen is significantly taller and wider than stock, and it features National Cycle’s patented “V” profile to direct turbulent air away from the rider. The Quantum hard-coated polycarbonate is said to provide superior scratch resistance, clarity and strength, with 30 times more resistance to abrasion and 20 times greater crack and impact resistance than acrylic windscreens, and it’s covered by a three-year warranty against breakage.
We’ve tested VStream windscreens on a wide variety of motorcycles, and they work like a charm. In the case of the GS, the VStream creates a smooth stream of airflow regardless of windscreen height. No buffeting, no annoying wind noise. Given the Touring Screen’s added height, the top of the windscreen was just below my line of sight, so I had to look through the screen to see the road in front of me and over it to see off into the distance. Setting the windscreen in a middle-to-lowest height provided a more commanding view over the top as well as more direct airflow into the vents of my helmet.
The ZTechnik Stabilizer nearly eliminates windscreen flutter, even at high speeds.
Installation of the ZTechnik Windscreen Stabilizer Kit ($79.95) is straightforward, though it requires Torx wrenches (T25 and T30). Bolts for the stabilizer bracket are sprayed with a splotch of threadlocker at the factory, which is hard and made it nearly impossible to thread them into the bracket’s captured nuts. After using a rotary wire brush to clean the threads, the screws threaded in smoothly. Each side of the stabilizer bracket has two tightening knobs which must be loosened before the windscreen can be hand-cranked up or down, limiting the ability to adjust windscreen height on the fly with one hand. But, since most riders have a preferred height for the majority of their riding, it’s not much of a problem. Indeed, the windscreen stabilizer lives up to its name — there was nary a flutter in the taller, wider VStream. If you’re happy with the stock or other aftermarket windscreen, the stabilizer is compatible with them, too.
For more information, call (708) 343-0400 or visit nationalcycle.com.
ScorpionEXO’s tough new Abrams riding shirt lives up to its name, with a combination of internal, abrasion-resistant Rhino-Mesh and 600D reinforcement panels at the shoulders and elbows, plus pockets for optional CE level 1 Sas-Tec Flex armor and a back protector pocket. Keeping you comfortable are adjustable under-arm vents and bicep and forearm straps to dial in fit. The Abrams has five external pockets plus a conceal carry pocket, and comes in men’s sizes S-5XL in Black or Gray (4XL and 5XL Black only) for $129.95.
