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Once upon a time, many generations ago, motorcycle tires were in limited supply. You wanted them black, round, and capable of holding air. Well, the technology has changed to the point that there is no universal best motorcycle tire. Rather, the motorcycle tire industry developed the capability to create carcasses and tread compounds to handle very specific conditions. Hence, we have the fragmentation of the motorcycle tire market. Let’s take a look at the differing categories, but if you want to jump straight ahead to your type of motorcycle, click on the link at the top of each section.

Best Cruiser Tires

Cruisers are long, low, and heavy and need tires that can handle that weight. Naturally, cruising riders value stability and are not looking for lightning-quick turn in. Instead, they’re looking to harness the low-end torque off the line – frequently from a large, wide swath of rubber. Although cruising riders hate to get their shiny bikes dirty, wet road grip is extremely important. The look of the tread is extremely important to cruiser owners, too. It needs to look tough, wear like steel, and help out the often travel-limited rear suspension in absorbing bumps. Finally, no class of motorcycles has a wider variety of sizes. How does a 27-inch front wheel sound? Or how about pairing a 300-series rear tire with one of those huge fronts? Click here to find some of the best cruiser tires.

Best Motorcycle Touring Tires

Touring tires often have to handle big, heavy (well-packed) motorcycles over the long haul with two adults along for the ride. Then add in high speeds straight up and down on the interstate for hundreds of miles without stopping. Oh, and these riders typically don’t let rain slow them down, either. As if that weren’t enough, touring bikes like the Honda Gold Wing Tour and the BMW K1600GTL have pretty remarkable cornering abilities. Sounds like a challenging type of tire to us, but the tire manufacturers have delivered tires that resist wear while still providing tons of grip. Along the way, they don’t interact with rain grooves. Learn more about the best touring tires here.

Sport Touring Tires

Sport-touring riders make tremendous demands from their tires. First, they want them to handle like a sport tire, with quick steering and high amounts of grip. Then they insist that the tires be capable of surviving long stints of interstate cruising without squaring off. Additionally, like touring tires, sport-touring tires need to provide exceptional rain handling. Because of their near-universal capabilities, sport-touring tires also make a great choice for daily riders who rack up the urban mileage but still like to get out of town on the weekends. Sport-touring tires are probably the most commonly bought tires by street bike riders. To make your decision easier, we’ve outlined a selection of the best sport-touring tires here.

Best Sportbike Tires

The current generation of sportbike tires brings cornering performance that would have been expected from racing rubber not too long ago. A sportbike tire needs to be able to handle the output of 200-hp hypersports while still warming up quickly to give street riders the cornering grip they crave. Additionally, quick steering is a hallmark of sport riding, and sportbike tires frequently get used on track days where riders expect grip at maximum lean while still providing stability under high-speed acceleration and deceleration. While they clearly favor grip over longevity, sportbike tires have made great strides in recent years as far as getting useful street mileage out of a set. If you live for the canyons and the track, these are the tires for you. Find what we think are the best sportbike tires here.

Best Adventure Tire Buyer’s Guide

With adventure bikes growing in popularity, adventure tires have been undergoing a bit of a renaissance in recent years. The jobs that owners of adventure bikes expect them to handle vary widely, and the types of tires, naturally, fall into two subcategories. Many adventure bikes never turn a wheel off of pavement – save for maybe the occasional trip down a dirt road to a campground. That’s okay, the tire manufacturers have these riders covered with tires which have compounds closely resembling their sport-touring counterparts but, in this case, they are mated to a blockier tread design for fire road use. Then there are the hardy souls who take their fully-loaded, 800-pound adventure bike out to the middle of nowhere, following single track. These bikes are supported by tires that look more like straight-up dirt tires than street tires, think the famed Continental TKC80. Click here to learn more about the best adventure motorcycle tires.

Best Dirtbike Tires

While we don’t have a specific buyer’s guide for dirtbike tires (yet), people who like to do it in the dirt know that off-road surfaces come in a variety of forms, from sand and rock, to loam and slop. Consequently, the tire manufacturers have created tires with characteristics designed to acquaint them to a specific kind of terra. Here you’ll find different carcass constructions, tire compounds, and knob configurations. While there are only a few wheel sizes for most full-sized dirtbikes, the differences in use and terrain make for a dizzying amount of options for those in the market.

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Ducati has updated its XDiavel range to meet Euro 5, adding two new variants for 2021: XDiavel Dark and XDiavel Black Star (pictured above). The good news: the Euro 5 update adds 8 hp to the XDiavel’s claimed power figures. The bad news: only countries where the emission standard is in place will get the update, meaning countries like the U.S. will not see a performance increase. Further bad news: the XDiavel Black Star will not be offered in North America.

The returning XDiavel S will be returning for all markets, while the Dark model will essentially replace the regular base line XDiavel model. For North America, that means the 2021 lineup will only include the XDiavel S and XDiavel Dark, both at last year’s performance levels.

Getting the XDiavel to satisfy Euro 5 standards proved to be relatively easy, as Ducati simply replaced the silencer with a new design derived from the Diavel 1260’s exhaust. Ducati then recalibrated the engine, so the 2021 XDiavel line’s Testastretta DVT engine now claims 160 hp at 9500 rpm and 93.7 lb-ft. at 5000 rpm. For customers in North America and other non-Euro 5 markets, the XDiavel’s engine will remain at the 2020 model’s claimed 152 hp and 92.9 lb-ft.

The XDiavel Dark adopts a matt black paint and a blacked-out engine and frame. It lacks the S model’s machined cast wheels and the Ducati Multimedia system, and makes do with M4.32 Brembo calipers instead of the S model’s M50 brakes. Ironically, with a claimed 545 pound curb weight, it’s 4 pounds lighter than the S model.

In other markets, Ducati will offer the XDiavel Black Star with its sports car-inspired gray and matt black color with red highlights include red cylinder head covers. The Black Star also features a suede seat fabric, forged and machined light alloy wheels, and Brembo M50s.

All versions of the XDiavel come with a Bosch Inertial Measurement Unit (IMU), a Bosch-Brembo ABS 9.1 MP Cornering braking system, traction control, launch control, cruise control, LED lighting, and a 3.5″ TFT display. The Black Star and S models receive forks treated with a diamond-like coating and a Bluetooth-compatible infotainment system.

In the U.S., the 2021 Ducati XDiavel Dark starts at $19,999, while the S model is priced at $24,695.

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On the (urban) prowl.

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French motorcycle manufacturer Voxan recently set no less than eleven world records with its electric land speed racer, the Wattman. The pilot? None other than multi-time world champion Max Biaggi. The world record attempt took place over the three days spanning October 30 – November 1 on the 2.17-mile airstrip at the Châteauroux airfield in France, not far from the team (and Biaggi’s) HQ in Monaco. The team originally aimed at making its run at the Salar de Uyuni salt flats in Bolivia, the largest in the world but, well, coronavirus.

From the onset, the Voxan team had a primary goal it wanted to achieve: 330 km/h (204 mph). If Biaggi could manage to pilot the Wattman to this number, it would beat the previous “partially streamlined electric motorcycle over 300 kilos” class record, held by Ryuji Tsuruta and Mobitec EV-02A with their speed of 329 km/h (204 mph).

Not only did Biaggi hit the target, he smashed it, recording an average speed of 366.94 km/h (228.05 mph), per the FIM rules, which state the vehicle has to record speeds in both directions, with the final speed being the average of both runs. Equally impressive, then, is the 408 km/h (254 mph) Biaggi and the Wattman were able to achieve during one of its runs in a single direction. 

So, what is the Voxan Wattman, and how did it go about getting 11 records? Read on for a little history lesson and tech dive.

Background

Americans may not be familiar with the Voxan name since its motorcycles were never sold stateside, but the boutique french motorcycle manufacturer was founded in 1995 and has pumped out some stylistically evocative and bold models over the years like the original Roadster, Café Racers, Scramblers, and the Black Magic – all powered by a 996cc, 72º V-Twin. (On a side note, on a trip to France several years ago, I got to ride a Voxan Black Magic very briefly. I don’t remember much from the ride, honestly, but I do remember the engine was sporty and athletic with decent power…)

The original Voxan Wattman concept, after the French company transferred ownership.

In late 2009, 14 years after it was founded, Voxan was forced into liquidation. Less than a year later Voxan was purchased by Gildo Pastor, President of the Venturi Group, known for its high-performance electric vehicles, including the car it campaigns in the all-electric Formula E car racing series. This would set the tone for the future of Voxan. Immediately, the new Voxan switched from internal combustion to electric propulsion.

The first item on the list? Setting some world records.

The Bike

The Voxan Wattman was a clean-sheet design built for a single purpose – straight-line speed. Because of this, there are some key differences between a land-speed racer and, say, a road race bike someone like Biaggi would be more familiar with, apart from the batteries obviously. As mentioned before, 330 km/h was the target. Aerodynamics would be essential, of course, but stability at speed would also be crucial.

We’re all familiar with land speed racers; they’re long and low. With the Wattman, the streamlined bodywork went to the wind tunnel, of course, but much more time was spent running computer simulations and crunching different calculations. That’s all well and good, except those calculations only provided information at speeds up to about 240 km/h (150 mph). How the bodywork would react at nearly 70 mph faster was a bit of an unknown, but the team were able to make educated guesses based on their research and thousands of computer simulations.

Underneath the streamlined bodywork, the steel frame sits low, with swingarms at both ends to achieve the nearly 73-inch wheelbase. The double-wishbone front suspension uses a single shock to absorb bumps and is steered via linkages not too dissimilar to the Bimota Tesi – not that there’s much steering going on when you’re traveling in a straight line.

Voxan says it chose the double-wishbone front end design over a traditional telescopic fork because it keeps both sides of the wheel clearer, making wheel removal easier, but also because the round tubes of a telescopic fork add more aerodynamic turbulence. Obviously, when you’re chasing a land speed record, you take every step you can to slice through the air cleaner.

There are no front brakes on the Wattman, either (and there’s no parachute). A front brake setup takes away from some of the aero efficiency, but with the low-grip surface of the salt flats, a dab of the front brake could cause the front to lock momentarily and/or otherwise lose traction – and you know what happens next. So, how does the Wattman slow down? Typically, there’s plenty of room on salt flats for the bike to scrub speed on its own, and the Wattman has a huge rear brake. With the combination of the rear brake and regenerative braking, the rider can trigger via a lever on the right bar, this seems to be enough to bring all the action to a stop. But since the run was made on a much smaller airstrip, this had to be taken into consideration – which makes the records they were able to achieve that much more impressive.

Oddly, we’ve come this far and haven’t even talked about watts powering this thing (sorry). The battery is a completely proprietary design, made in collaboration with parent company Venturi’s North American subsidiary at Ohio State University. What these engineering students came up with was a 15.9 kWh lithium-ion battery comprised of 1,470 cells (weighing about 308 lbs) delivering 317 kW of nominal power.

Electric motors are the Venturi Group’s specialty, having built the VBB-3, which holds the world record for the fastest electric car (549.43 km/h average (342 mph), 576 km/h (358 mph) peak), while also building the powertrains for the aforementioned Formula E car racing series. So, when it came to the Voxan project, Venturi developed a version of the permanent magnet motor, and the systems that control it, based on the Formula E design. Voxan rates power output at 270 kW (367 hp).

The cooling system consists of fluid getting chilled with dry ice before being pumped to the motor.

The whole system is liquid-cooled, but instead of a traditional radiator, which would pose an aerodynamic disadvantage because of the cooling vents it would need to receive fresh air, the Wattman instead stores dry ice in a special compartment under the seat to cool the fluid before it’s pumped to the motor.

Being French, it’s no surprise Voxan turned to Michelin to provide tires for its project. What is a surprise is the fact the Wattman uses completely standard tires you and I can buy off the shelf – the Michelin Power RS+, to be exact. They’re rated at 350 km/h (217 mph), but because safety is obviously most important, Michelin and Voxan jointly bench tested the rubber to verify it was able to withstand speeds 100 km/h faster (280 mph). Both parties agreed this was an acceptable buffer.

The Records

Needless to say, Voxan wouldn’t have sent us a press release if it hadn’t achieved its goal. What’s interesting is that Biaggi and Wattman – in both streamline and non-streamline configurations – went faster than even they expected to, en route to setting a total of 11 world records. However, for what it’s worth, most of those records had no previous benchmark to beat. Still, here’s the total tally of records:

Some things worth mentioning: If you’re paying close attention you’ll notice the speed down the flying start quarter-mile is faster than the mile speed. This is because the Wattman has to manage its battery power for longer during the mile run (including the build-up to the flying start), whereas it can simply unleash all of its power for the shorter quarter-mile dash.

Also, the drastically reduced area of the airstrip compared to the Bolivian salt flats means there’s more speed to tap into, assuming there’s enough room to get a running start. If the coronavirus situation is under control by the next Bolivian event, the Voxan team is dead-set on completing its original goal and traveling there to best its already record-setting numbers. Also, it’s interesting to see how slow the Wattman crossed the quarter-mile from a standing start, which just goes to show how tall the motorcycle was geared in order to achieve its top speed goals.

Based on this performance, and the fact the Wattman briefly touched 408 km/h, Voxan’s new sight is to grab an average two-wheel speed record of 400 km/h (250 mph)! The team has already committed to setting as many records as it can through the end of 2022.

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Updated November, 2020

Touring connotes long days in the saddle, and that means long days with your head inside your helmet. Fit, then, is going to be of utmost importance when it comes to selecting a touring helmet. A helmet that gives you a hot spot might not be a huge deal when you’re only wearing it for 45 minutes. Over the course of days, though, like an annoying travel companion, an ill-fitting helmet will grow to be a thing you loathe.

Traveling to a brick and mortar store to try helmets on is the best thing you can do, and if that’s not possible then finding an online retailer with a generous return policy is the next best way to go. When you try a helmet on, keep it on for a while too. Minor annoyances that grow large over time can take a while to show themselves.

Anyway, here we scratch the surface with eight touring helmets we’ve either sampled or that come highly recommended from our friends.

Some of our favorite touring helmets are modulars, or flip-front helmets, so see also Best Modular Helmets.

Bell Qualifier DLX MIPS $280 - $415

The DLX packs a lot of the features from Bell’s more expensive Stars into an inexpensive lid – ridiculously inexpensive mostly because it comes standard with a Transitions faceshield, which sells separately for around $130 if you’re lucky enough to wear a brand that even offers one. When you’re riding all day and half the night, nothing’s more convenient than not having to change faceshields all the time. Among most of the features you expect, the latest Qualifier is also MIPS-equipped for even better noggin safety. If the DLX fit, you must admit.

Bottom Line/Much anti-bang for the buck

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AGV K6 – $500

The latest thing from Italy is the culmination of all of AGV’s helmet technology focussed onto a single helmet for street use. A super light carbon and aramid fiber shell is formed into an aerodynamic shape that works well on any kind of motorcycle, and its intermediate oval shape and four sizes deliver an excellent fit for most heads. A plush Ritmo and Shalimar fabric interior is moisture-wicking, removable and quiet, and the K6’s shield is easily swappable. Solid colors start at $499.

Bottom Line/Italian style plus comfort

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HJC RPHA 70 ST (Grandal graphics shown) approx. $410

HJC is a Korean manufacturer that’s been in the skidlid business for 47 years, and every time we stick our head in one lately, we’re pleasantly surprised by a level of fit, materials, and lightness that belies the price point. This one’s lightweight carbon fiber/ carbon-glass hybrid fabric shell takes on an intermediate oval shape (Arai’s most popular in North America), and aims to “bridge the gap between sport riding and touring.” It comes with an anti-fog internal sunshield and an antifog insert.

Bottom Line/Japan-adjacent quality, Korean price

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Shark Spartan (Karken graphic shown) $400

If you like Citroëns, foie gras, and Fabio Quartararo, you’ll also dig Shark’s line of helmets Francais. The Spartan gets great reviews for its lightness and smooth-running aerodynamic shape. “Large ram-air intake vents located on the chin bar and crest channel cool air in while hot air gets expelled out via the venturi created by the twin spoiler design. Your vision will be clear thanks to the MaxVision anti-fog system. Your hearing will be acute since Shark takes a full-system approach to sound damping. Your neck will not strain since the Spartan is both lightweight and volumetrically optimized for drag reduction.”

Bottom Line/Be the Sharknado

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Schuberth R2 (Traction graphic shown) $450

You know how the Germans are. This one’s got “perfected aerodynamics for high-speed stability” and is constructed using an innovative proprietary method called Direct Fiber Processing (DFP), yielding a shell of superior strength that is no thicker in any one area than it needs to be. Inside, we’re inherently antibacterial, washable, and fast-drying, with a seamless headliner and integrated spectacle channel. Further, the R2 is ready to accept the plug-and-play SCHUBERTH SC1-System (sold separately), with integrated antennae, pre-installed speakers and microphone. Pretty cool, really.

Bottom Line/Elemental German Design

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Scorpion EXO-ST1400 Carbon (Antrim graphic shown) $430

Scorpion makes pretty nice helmets in that midprice range, too. In addition to its light and aero-sculpted carbon shell, the EXO comes with all kinds of features including an internal sun visor and Pinlock insert, as well as at least one thing you won’t find anywhere else: the “AirFit cheek pad inflation system allows you to obtain a personalized fit by pumping the air inflation ball located at the chin bar or near the rear of the helmet. To release the air, simply push the quick-air release. AirFit makes it easy to create a truly tailored helmet fit.”

Cons/AirFit could be good

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Shoei GT-Air 2 (Conjure graphics shown), $599

Shoei and Arai are the two premium Japanese-built helmets widely available in the US, and both brands enjoy impeccable reputations for quality and comfort. While Arai offers a bunch of different shapes, Shoei somehow provides many of us an outstandingly comfortable fit with its typical longish-oval shell shape. The GT-Air 2 is SHOEI’s latest premiere full-face touring helmet. It features “a lengthened internal sun shield for optimal sun-glare protection, an all-new ‘first position’ shield opening for advanced ventilation and defogging, enhanced aerodynamics and noise-reduction technology, and the ability to seamlessly integrate with the SENA SRL2 Communication System.”

Bottom Line/You really can't go wrong here

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Arai Regent X (Bend graphic pictured) – $690

Arai’s reputation is second to none when it comes to helmet safety and quality. Last year the Corsair-X was in this space; this year we’re putting in the new Regent X, which is a lot like the Corsair-X but designed around a new shell with an even smoother shape. The same plush comfort, protection and features expected of the brand is here but also something else – the Regent is much easier to get on and off your head. The new reinforcing Hyper Ridge and VAS shield system  lower the center of gravity, and the bottom of the new shell flares out 5 mm to make putting the helmet on easier. It’s a subtle but really noticeable difference that makes the Regent easier to deal with in everyday use and when travelling. Naturally, the Regent still meets Arai’s own safety standards, which surpass both DOT and Snell. And maybe the best news of all is that the price has come down a bit relative to other Arais.

Bottom Line/Handcrafted in Japan, `nuff said

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Dang, it sounds like Honda has given one of my personal favorites a little more of everything that makes it a favorite: More power, more rpm, outstanding fuel efficiency (up to 66 mpg), 13 fewer pounds of weight, a bigger storage compartment, lower seat height, sharper styling, ride modes, a slipper clutch for the 6-speed version – and the automatic Dual Clutch Trans is still an option, which gives the NC really all the best features of a motorcycle and a scooter. Which makes it interesting that Honda categorizes it as an Adventure motorcycle (where the current NC’s price is $8,099 in the US).

Never a big seller in the US, Honda says the NC750X has enjoyed consistent popularity throughout Europe since its 2012 introduction (as NC700X). Its “ground-breaking, torque-laden, fuel-sipping twin-cylinder engine, a relaxed, roomy riding position with wide handlebars and comfortable seat, compliant suspension and distinctive adventure styling are all part of its success,” says Honda. Also, the storage compartment (where the fuel tank would normally be), capable of holding a full-face helmet and Honda’s unique Dual Clutch Transmission (DCT), which over half of European customers chose in 2019. 

For 2014, the NC gained 75cc, going from 670 to 745cc; for 2016 a new more adventurous aesthetic, new instruments, DCT upgrades and LED lighting were added; for 2018 two-level Honda Selectable Torque Control and a more powerful, 47-horsepower version was introduced.

 Now for 2021, Honda says it’s building on the NC’s core strengths of practicality, do-it-all comfort and handling composure, improving all three. 

Honda Press Release: 

Two kW more peak power (2.7 hp) for the NC750X’s EURO5-spec engine, plus an extra 600r pm to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears smarten response while a slipper clutch reduces lever load and keeps the ride smooth on rapid downshifts.

Throttle By Wire (TBW) brings with it adjustable engine character through 3 default rider modes – RAIN, STANDARD and SPORT plus a customizable USER mode. Honda Selectable Torque Control (HSTC) now has a finer level of input over 3 levels, while the Dual Clutch Transmission (DCT) option features Automatic shifting schedules that integrate with the riding modes, as well as USER control.

The other attention-grabber is the 6kg (13 lb) weight loss, thanks to a new frame and detail improvements around the engine and bodywork. There’s also a sharper, more minimalist edge to the bodywork, with fresh style for both LED headlight, taillight and rear indicators, while the redesigned storage space grows in volume and usability. Seat height is reduced 30mm, the screen offers more wind protection and a new LCD dash is an attractive addition.  

 The 2021 NC750X will be available in the following colour options: Grand Prix Red,Mat Ballistic Black Metallic, Pearl Glare White, Glint Wave Blue Metallic

Engine 

• Throttle By Wire and an extra 3kW peak power: 43.1kW (58 hp) with 69Nm (51 ft-lb) torque
• Shorter first three gear ratios for sportier feel, plus an extra 600 rpm to the redline
• Slipper clutch reduces lever load 20%, manages rear wheel on down changes
• EURO5 compliant, with 28.3km/l  (66.6 mpg) possible (WMTC mode)
• 35kW A2 licence version available

 The design of the NC750X’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chamber combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. A forward cant brings the centre of gravity down for optimum stability. Through the course of its 2021 update it is now 1.2kg lighter than before.

 Also for 2021, thanks to a finely balanced delay to valve timing (which also now differs between the two cylinders), plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power and revs harder for longer to the new 7,000rpm redline. Alongside the power hike it holds onto an increased torque output for longer above 5,000rpm.

 Peak power is raised 3kW to 43.1kW (58 hp) @ 6,750rpm, with maximum torque of 69Nm (51 ft-lb) @ 4,750rpm. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears (for both manual and DCT) improving standing start and roll-on acceleration through each gear. From 30 km/h (19 mph) the NC750X will cover 20m in 1.7s and 50m in 3.2s; at 60km/h (37 mph) the engine is turning at just 2,500rpm. Fourth, fifth and sixth gears are now slightly taller, for maximum fuel efficiency.

 For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is also possible to restrict the full power version to 35kW at a Honda dealer by replacing the standard throttle body and remapping the ECU.

 Twin balancers counteract vibration from higher rpm inertia, for an engine that is not only smooth-running, but has a distinctive ‘throb’ thanks to its 270° crank and uneven firing intervals. Bore and stroke is set at 77 x 80mm. Where possible, components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump. By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable.

 The addition of a slipper clutch for 2021 reduces lever load by 20% and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating.

 A lightweight pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deep, distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions.

 The NC750X engine sips fuel ­– with a measured consumption of 28.3km/l (66.6 mpg)(WMTC mode) providing a near 400km (249 miles) range from the 14.1-litre (3.7 gallon) underseat fuel tank – and is now EURO5 compliant.

 Engine Electronics

• Throttle By Wire delivers 3 default riding modes, plus USER customisation
• Honda Selectable Torque Control features much finer control, and 3 levels of intervention

 With TBW now managing engine performance and character there are 3 modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switchgear and the LCD display.

 SPORT gives more aggressive delivery of engine power and braking, with low HSTC intervention and DCT mode 4.

 RAIN delivers engine power and braking least aggressively, has high HSTC intervention and Level 1 for the DCT shift pattern.

 STANDARD delivers a balanced middle point for engine power delivery, engine braking and HSTC intervention, plus mode 2 for the DCT.

 USER offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT.

 Honda Selectable Torque Control (HSTC) is fitted as standard on both the manual and DCT NC750X. It now offers much softer, finer control as it manages rear wheel torque thanks to TBW, over 3 levels as opposed to 2:

 Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of control is reduced from the previous design.

 Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.

 Level 3 provides maximum control for slippery roads.

 HSTC can also be switched OFF.

3.3 Dual Clutch Transmission (DCT) 

• Differing shifting schedules employed depending on riding mode selected
• USER mode allows choice of 4 settings
• Adaptive Clutch Capability Control gives natural feel

 Having arrived on the market on the VFR1200F in 2010, Honda’s unique-in-motorcycling DCT technology is now in its eleventh year of production. Over 140,000 DCT-equipped motorcycles have been sold in Europe since introduction, and 52% of customers chose the DCT option for the NC750X in 2019.

 The ‘easy and direct’ DCT technology delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.

 Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is negligible, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue, and extra ‘brain space’ to concentrate more on all other aspects of riding. 

 With the DCT gearbox, the rider may choose Manual mode, using paddle-style triggers on the left handlebar to change gear, or Automatic mode. In Automatic  mode for the NC750X,  4 different shifting schedules operate, with 3 defaults: Level 1 is the most relaxed, and is used within RAIN mode; Levels 2 and 4 shift up at higher rpm and are linked with STANDARD and SPORT riding modes.  

 Within the USER riding mode, a fourth DCT shift pattern – between those for STANDARD and SPORT in terms of ‘aggressiveness’ can be chosen.

 Adaptive Clutch Capability Control is a feature of the NC750X’s DCT and manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride.

 Styling & Equipment

• Sharper, more aggressively minimal styling
• New LED headlight/taillight, indicators and LCD display
• New screen improves wind and weather protection
• Larger 23L (6.1 gallon) storage space now holds an adventure-style full-face helmet

 The NC750X features a sharpened identity thanks to redrawn, smaller upper and lower fairings accentuated by the muscular fuel tank. A new LED headlight and running lights form a strong frontal signature.

Improving wind and weather protection, the screen is also new. The side panels and side covers are slimmer and, along with the svelte seat unit, are underlined by the exhaust muffler, further emphasising the mass-forward stance. A redesigned LED taillight mirrors the front beam and is matched with LED indicators.

 A unique NC feature – the storage area where traditionally the fuel tank sits – increases in volume by 1L to 23L (6.1 gallon) and in the process saves 1kg (2.2 lb); its revised internal shape will now hold an adventure style helmet easily. The lid exterior features rugged external rails – useful for mounting a tank bag. The lid’s interior has four hooks to allow rubber straps to assist in organising luggage and make best use of all of the space. New for 2021 is the option to mount a USB-C socket, tucked away on the upper left.

 Also new is the full-color LCD dash, which allows management of the riding modes through the selection switch on the left handlebar. The rear indicators now have an Emergency Stop Signal (ESS) function: at a minimum speed of 53km/h (33 mph), with either brake working if negative acceleration of a minimum of 6.0m/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s2. 

 The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

 A ‘wave’ key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 Chassis

• Revised tubular steel diamond frame saves weight and makes space
• Kerb weight a full 6kg (13 lb) lighter
• Seat height 30mm (1.2 inch) lower
• Shorter travel 41mm Showa Dual Bending Valve front fork and Pro-Link rear monoshock, spring preload adjustable

For an invisible – but major – advance of the NC750X’s chassis Honda’s development engineers started with the tubular steel diamond frame and, through a careful redesign (using varying tube thicknesses and weight) not only saved 1.8kg (4 lb) over the previous model but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. Detail work in all areas of the chassis contributed 1.2kg (2.6 lb) of weight saving.

 Rake remains 27° with trail of 110mm (4.3 in), wheelbase of 1,525mm (60.0 in)(1,535mm DCT) and front/rear weight distribution of 48/52. Kerb weight is 214kg (472 lb) (224kg/494 lb DCT), 6kg lighter. Seat height is also 30mm lower, at 800mm (31.5 in).

 The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. Another advantage of this adventure-style riding position is great low-speed control – combined with the low centre of gravity and generous steering lock, the result is exceptional low-speed handling and balance.

 A lower seat height has been achieved by a slight reduction in suspension travel. The 41mm telescopic forks now employ 120mm (4.7 in) (from 153.5mm) travel and use Showa Dual Bending Valves, with ratios optimized for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed – from the low speed range – improving ride quality and comfort.

 The rear monoshock features a spring preload adjuster system with 120mm (4.7 in) travel, from 150mm. It operates through Pro-Link that offers an optimized balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control.

 Up front the 320mm wavy disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces.

 Cast aluminum front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tires. Forged aluminum L-shaped rim valves make checking and adjusting air pressure easier.

Accessories

 A full range of Honda Genuine Accessories are available for the NC750X and include:

 USB-C charging point for the internal storage area

Resin rear rack

38L / 50L top box with aluminum/color matched insert option

Pannier stays

Panniers – right 26L/32L, left 33L with aluminum/color matched insert option

Tall screen

Foot deflectors

Side protector bars finished in Metallic Silver

Fog lights

Heated grips

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Yamaha announced a new SP version of the updated 2021 MT-09 revealed two weeks ago, featuring higher-end suspension and cruise control plus a black and blue color scheme. Joining the MT-09 SP are the MT-10 and MT-03 which return for 2021 with new color options.

2021 Yamaha MT-09 First Look

The 2021 Yamaha MT-09 SP comes equipped with 41mm KYB with a diamond-like coating applied to the inner tubes, promising smoother, more responsive action. The fork is fully-adjustable, including low- and high-speed compression damping adjusters. The rear suspension has been upgraded to an Öhlins shock with a remote preload adjuster on top of rebound and compression adjustability.

The new 890cc Triple is the same as on the regular MT-09, and the SP gets the same six-axis IMU-powered tech including traction control, slide control, and wheelie control. The MT-09 SP also receives an electronic cruise control system. The system can be used when traveling at speeds of at least 30 mph in fourth gear or above. The cruise control is canceled by applying the brakes or using the clutch or throttle, and can be resumed to return to the previously set speed.

The Raven/Liquid Metal color scheme is styled after the 2021 R1’s livery, which along with the yellow-colored rear shock and gold-colored fork does give the SP a more premium look than the regular MT-09. The SP’s look is completed with a double-stiched seat, black anodized handlebars and levers, clear-smoked front and rear brake fluid reservoirs, a black drive sprocket, and an anodized brushed aluminum swingarm.

The 2021 Yamaha MT-09 SP is priced at $10,999, a $1,600 increase over the regular MT-09. It will arrive in U.S. showrooms in January 2021.

2021 Yamaha MT-10

The MT-10 returns with an MSRP of $12,999 and a choice of Matte Raven Black or Team Yamaha Blue.

2021 Yamaha MT-03

The MT-03 is available in Storm Fluo or Matte Black for $4,599.

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For all your daily adventure needs.

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Honda has updated the CB1000R for 2021, giving its “Neo Sports Café” flagship a slightly new look, a color TFT display and Euro 5 compliance, as well as a Black Edition variant. As of this writing, the new 2021 Honda CB1000R has only been announced for Europe, but we expect a U.S. announcement to come soon.

The updated CB1000R maintains the Neo Sports Café modern-retro aesthetic, with Honda giving it subtle changes that some people may not even notice. The radiator shroud and anodized airbox cover located below the fuel tank’s knee cutouts are new, noticeably smaller than on the previous version and angled forward. The rear aluminum subframe is a slimmer design but it keeps the seat height at the same 32.7 inches as the previous CB1000R.

The most notable design change is the headlight which now slants backward with a horseshoe-shaped LED. The rear lighting gains an emergency stop signal (ESS) function that flashes the hazard lights under sudden hard braking, though it’s unclear if that has been approved for use in the U.S. The CB1000R also gets self-cancelling turn signals that is based on measuring the speed difference between the two wheels rather than a simple timer.

Rounding out the design changes are the new seven-spoke cast aluminum wheels.

The 998cc Inline-Four is relatively unchanged, claiming the same peak performance figures of 143 hp at 10,500 rpm and 76.7 lb-ft. at 8,250 rpm. Honda also modified the inlet valve lift, setting it at 8.3 mm instead of the previous 8.5 mm while the exhaust valve lift remains at 8.1 mm. The PGM-FI settings were updated to help meet Euro 5 standards while smoothing power delivery and response, most noticeably in the 6-8,000 rpm range.

The 4-2-1 exhaust system is mostly unchanged, though for Euro 5 compliance, Honda did replace the O2 lambda sensors with linear air flow sensors in the downpipes to improve measurement accuracy.

The suspension is unchanged from the previous model, with an adjustable Showa Separate Function Fork Big Piston (SFF-BP) unit up front and a Showa rear shock with adjustable spring preload and rebound damping. Likewise, the brakes are unchanged, with dual radial mount four-piston calipers and 310 mm discs up front and a twin-piston caliper with 256 mm disc at the back. The CB1000R comes standard with a two-channel ABS.

Honda replaced the outgoing model’s LCD instruments with a full color 5-inch TFT display. The CB1000R also receives a new Honda Smartphone Voice Control system which connects the bike to smartphones and Bluetooth-compatible headsets. Honda also added a USB socket under the seat for charging phones.

For 2021, Honda is producing a Black Edition CB1000R which comes with Deep Graphite Black paint, several blacked-out components, a quickshifter and a machined CB logo. The regular CB1000R gets three color options: Candy Chromosphere Red, Matt Ballistic Black Metallic and Matt Beta Silver Metallic. U.S. availability remains to be announced.

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Even the renowned motorcycle explorer had a difficult journey between South and North America.

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Yea, they are greedy dogs which can never have enough, and they are shepherds that cannot understand: they all look to their own way, every one for his gain, from his quarter. Later Vulcan V-twins would grow to 125 cubic inches (2053 cc) before dying off from their own voraciousness, but in 1995, the Kawasaki Vulcan 88 (four years before the H-D Twin Cam 88) was just right. A reading from the book of Tom Fortune, who wrote well if not long. Amen.

Kawasaki’s Vulcan 1500 is a study in excess. Excessive torque, that is. But then, Kawasaki has never been one to be out-done in the power department. Remember the 750-H2 triple? The original Z-1? How about the Ninja 900 or the ZX-10 and ZX-11? Memorable bikes, all of them. Kawasaki’s largest entry in the cruiser class has got to be considered among them. It is, after all, the reigning King of Torque.At 1,470cc (88 cubic inches) the Vulcan 88 is the largest production V-twin cruiser on the market today. It’s probably the longest, too. At 557 pounds dry with a 63.2 inch wheelbase, the big Kawasaki is the stretch limo of cruisers! Fortunately, it’s as comfy as one.

The huge seat is well contoured and pillowy soft, while the bars have a tall rise and reach back to the rider. Footpegs are mounted well forward, adding to the spacious feel. The long wheelbase allows for plenty of passenger room, and our resident pillion tester reported the thickly-padded seat and backrest to be among the most comfortable in the cruiser class.

“Fit and finish is good, with tons of chrome everywhere.”

Even the coolant tank, which is mounted directly behind the engine on the right side, has a highly-polished chrome cover. Kawasaki did a good job of giving the liquid-cooled V-twin motor an air-cooled appearance, an important styling feature in the highly competitive cruiser market. Nice styling touches, like the braided-wire covers for the four spark-plug leads (it has dual-plug heads), abound on this bike. Switches and controls are typical Kawasaki fare, familiar and easy to use.

You won’t find a tachometer on the Vulcan 88, but with this bike’s prodigious power spread, who needs one? You shift when you suddenly realize that you’ve been in the same gear for the last hour or so. Mounted above a cluster of warning lights in a heavily chromed panel is the speedometer, out in the wind and easy to read.

The only other gauge on the Vulcan is a nice, large fuel gauge mounted in, you guessed it, a heavily chromed console on top of the fuel tank. You’ll have to keep a close eye on this gauge though, as the needle sweeps quite rapidly from Full to Empty. The big Kawasaki can suck the 4.2 gallon tank dry in as little as 120 miles or so of spirited riding. And with the kind of roll-on power the Vulcan 88 has, who can resist? Equipped with four-valve twin-plug heads, 36mm carbs, and an effective counter balancer, the deep-breathing V-twin (with a stroke of 90mm) produces V-8 sized power pulses from V-8 size pistons, and provides arm-stretching acceleration anytime you wind up the throttle — in any gear, from any speed.

“The monster motor feeds its power through a beefy four-speed transmission — the power spread is unbelievably wide, and four gears is more than enough to handle the load. There is so much available torque that you could stick the Vulcan in third gear and ride around town without ever having to change gears.”

Which is fortunate, as we found the gearbox to be a little notchy during upshifts. Kawasaki fitted the Vulcan 88 with it’s Positive Neutral Finder system which is a device that prevents the transmission from shifting from first into second when it is at a standstill. Once the bike is under way, the centrifugal force of a spinning transmission shaft disengages the device, ideally allowing unhindered upshifts. It’s a nice feature to have when you’re trying to shift into neutral with one foot while attempting to balance the beast with the other. But we kept finding ourselves hitting neutral during first-to-second gear changes.

This may be contributed to parts that have not broken in yet, or that magazine test bikes lead a harder-than-normal life. A firm, deliberate prod with your left boot on the large gear lever is required to overcome the neutral finder system and make it safely into second gear.

This is not a light-shifting, snick-snick style gearbox. And while we’re complaining, we would have like to see a much wider ratio gearbox — the Vulcan is spinning (relatively) high rpms at 70 mph while droning around the freeway, and we constantly nudged the shifter up, looking for a taller gear.  The awesome torque and acceleration of the big Vulcan, though, will easily overwhelm the suspension. Both front and rear ends of the bike are tuned for a smooth ride. The front forks are unadjustable, and the twin rear shocks, adjustable for spring preload only, are too under-sprung and under-damped for anything above a boulevard pace. Riding the Vulcan on your favorite back road will have you quickly retreating back to familiar urban jungles. The brakes are also easily overwhelmed by the Vulcan’s substantial size. The single front disc works acceptably well while stylin’ downtown, but fades quickly when trying to slow down in a hurry. It also tends to twist the forks a little.

The rear disc, with it’s single-action caliper, is surprisingly weak, offering little stopping power. Overall though, the Vulcan 88 works exceptionally well in the confines of the city, where it delivers quite an impressive profile during those Friday night cruises downtown and everyday riding and commuting chores. Kept within its element, the Vulcan is a force to be reckoned with. The amazing motor is almost enough to overshadow the rest of the bike’s shortcomings — Kawasaki has seen fit to once again provide it in copious amounts, this time to the cruiser class. The 88 is the Power Cruiser. If “Big,” “Flashy,” and “Dominant” are words you have to have in your cruiser vocabulary, then the Vulcan 88 is for you.

Impressions:

1. Brent Plummer, Editor

Let’s clear one thing up right now: I like Kawasakis. All four bikes that I own bear this mark, and I’ll tell you why: I dig powerful motorcycles. Not necessarily 1000cc behemoths, but relatively powerful bikes that are the beasts of their class. And that’s Kawasaki’s game. Heck, it’s their identity — they build honkin’ fast motors and wedge them into things, then kick ass on boulevards and back roads around the world.

They’ve been doing it for 25 years now and the tradition continues with the Vulcan. So naturally, I like it, and can understand why they’re sold out at dealers in America. And equally important, my girlfriend likes the pillion seat and standard sissy bar, meaning she looks forward to riding anywhere, anytime on the Vulcan. I just wish it wasn’t so damn ugly: If I owned one, the chromed “ears” on both sides of the bike that are actually air cleaner covers would be powder-coated black, as would the tank’s huge chrome gauge mount, which is perfectly aligned to blind the driver whenever the sun is shining down. Oh, yes, the front brake sucked, too. In all, though, the huge motor and distinctive styling (read: not a Harley-Davidson rip-off) was more than enough to put big grins on my face whenever I rode it. ****
Specifications:
Manufacturer: Kawasaki
Model: VN1500-A8
Price: $8199
Engine: SOHC, 8-valve, liquid-cooled V-twin
Bore x Stroke: 102 x 90 mm
Displacement: 1,470 cc
Carburetion: Dual Keihin CV 36mm
Transmission: 4-speed, shaft drive
Wheelbase: 63.2 in.
Seat height: 28.3 in.
Fuel capacity: 4.2 gallons
Claimed dry weight: 557 lbs.

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When Troy was assigned the 2020 Africa Twin to review, I think we were both a bit perplexed. But I had a packed schedule and Troy is a professional. So, I didn’t spend too much time worrying about it. I did however, pry the AT out of Troy’s normally gauntlet-clad hands as soon as I was able. The V-Strom/Africa Twin comparison was the first time I had the chance to get out from behind the computer for an actual ride up into the mountains to get a little dust on the tires. Not long into that shoot, I knew I would want to get back out as soon as I could to spend some more time on the new AT. Simply put, it’s a lot of fun to explore with. 

When I asked Honda to keep the bike a bit longer for more thorough off-road testing, they encouraged me to do so but only after I brought the bike back to Honda HQ to be retrofitted with some extra off-road protection and footpegs. Huh, not sure why, but okay. 

The standard Africa Twin (not the Adventure Sports version) comes with a short windscreen. While it may not look like much, it manages to keep some windblast from the rider’s chest without causing buffeting on the rider’s helmet. It’s also well out of the way when riding off-road.

The 2020 Africa Twin feels almost like a different motorcycle on both the street and the dirt compared to its predecessor. Major changes to the motor and chassis work incredibly well together to give the new AT more off-road prowess than ever before. There’s no need to go into the technical details here as they’ve been covered thoroughly by both Dennis in our First Look and Troy in his First Ride. Instead, we’ll focus on the bike’s characteristics off-road.

1084cc Parallel-Twin

The 86cc bump in displacement, which Honda says adds 6% more power, definitely doesn’t tell the whole story when it comes to the new power plant. On the throttle, power quickly, but progressively, spools up to deliver a connection with your right wrist that makes it easy to dial in traction, with or without one of Honda’s seven levels of TC engaged. The fueling is spot on too. The smoothness of the new engine – and clutch, for that matter – cannot be overstated. Both are really helpful during long days off-road at minimizing fatigue. 

A little extra engine protection is never a bad thing. Honda fitted our Africa Twin with its engine guards, enduro footpegs, and a light bar (Honda won’t call the upper bars guards because they aren’t stout enough).

Although the 270-degree crank remains unchanged, it now delivers a more raucous bark than before while still retaining the same Twin-cylinder character. Its torquier bottom end makes the bike easier to ride in technical areas and at low speed around obstacles. What’s more is Honda has done all of this while reducing the size and weight of the engine, which is said to be 5.5 pounds lighter. 

Chassis

The chassis is just as important as the engine to the bike’s improved capability. The lighter, more compact frame has been tuned for rigidity in what seems to be all of the right places. Even the swing-arm lost a pound and gained rigidity thanks to its CRF450R-derived design. The narrower frame at the seat rails helps make the AT feel even lower than its 33.7-inch seat height (in its lowest position) would suggest. This should help newer or shorter riders feel more confident with what is still a big machine.

Chassis updates can be found throughout, making the AT more compliant, compact, and lighter. The new subframe also bolts on making it easier to fix should an unfortunate situation arise.

I feel Honda struck a great balance in terms of suspension and chassis adjustments for the 2020 AT, not just in general, but in terms of the types of riders the Africa Twin can cater to. At speed, the more rigid chassis and revised suspension keep the bike impressively stable. Knocks from big hits, g-outs, and rocks do nothing to waver the path of the Africa Twin. Both the fork and shock are decidedly soft, but with better damping and bottoming resistance than before. Both ends swallow bumps like they were never there while still delivering better feedback than before. That said, even with the revisions to the steering stem angle and fork, I still can’t say it delivers the same amount of feedback as other large adventure bikes on the market. 

The softness of the suspension should also help riders who just want to explore some fire roads or trails more casually to be comfortable with the machine. For riders/racers looking to fully flog the AT, suspension work will need to be done. For the rest of us, it makes for a comfortable ride both on-road and off. 

Gold, Silver, and Bronze

No, that’s not a podium sweep for Honda, rather the names of the three screen layouts for its 6.5-inch TFT touchscreen display which define the amount of information shown. Gold showcasing all there is to see while Bronze is more basic. The electronics package on the 2020 Africa Twin is, to say the least, substantial. Not only for its effect on the bike’s actual performance, but also for riders to tweak what kind of information they’re given when in a certain mode. There is so much to learn and customize, Honda actually built a digital simulator for its website, allowing curious (or confused) parties to navigate their way through the settings with some advice and instruction.

Again, what we’re focusing on here is the off-road performance of the machine, and like the chassis, the electronics allow the latest AT to become a very versatile machine that can be tuned to suit a wide swath of riders and their preferences. 

Rider aids provide backup for those in need, but can be mostly disabled should you choose.

With four power modes, three settings for engine braking, seven levels of traction control, wheelie control, rear lift control, and cornering ABS, the amount of adjustability borders on infinite. Okay, not infinite, but there’s a lot of adjustability. And we’re not even talking about ride modes yet! Six ride modes (Tour, Urban, Off-Road, Gravel, and two user-adjustable Rider Modes) allow you to switch between modes that have preset rider aid parameters, but most importantly for riders looking for maximum tunability for their machine, the two User modes let the rider tweak all of the settings.

I know, it looks daunting… and that’s because it is.

Switch the display mode to Gold for both User modes and have at tweaking the TC, engine braking, wheelie control etc. It’s a really great option to have while riding off-road, especially if you have an idea of what the terrain might be. Perhaps the terra is looser or rocky, you can adjust for that with power modes and traction control as you see fit. And of course, for all of the folks who think they know better, you can turn most everything off, aside from the front wheel’s ABS. It does take a long press and hold on the TC down button and a couple of clicks to shut off rear ABS entirely, but it can be done (although it becomes a tad annoying if you find yourself stopping often). The thing is though, Honda did such a good job with the motor and chassis that even if you turn everything off, it’s managed to make a 1084cc 495-pound motorcycle manageable to those who have an idea of what they’re doing. 

If it’s not clear already, I’m pretty stoked about the new Africa Twin. The previous iteration was good but lacking in a handful of ways. This 2020 model is a substantial upgrade in terms of performance and technology across the board. Having the chance to spend more time off-road with the AT after fitting some Bridgestone Battlax Adventurecross AX41s, as well as Honda’s off-road footpegs and extra protection, really drilled the point home regarding the versatility of this machine. Regardless of what your idea of adventure is, the 2020 Honda Africa Twin can probably get you there and then some, it all depends on you. 

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Nothing beats the convenience of an open-face helmet for cruising, light touring, or just commuting through your town. If you happen to be riding a scooter while wearing an open-face helmet, you’re just living in the lap of convenience and pragmatism. Like any other helmet, open-face helmets come in all shapes and sizes (though not a whole lot of colors), so here we’ve gathered a few to tell you about. They are listed below in alphabetical order.

AGV K5 Open-Face

You can consider the AGV K-5 open-face helmet an open version of the full-face K5 because, well, that’s basically what it is. By packaging most of the top details of the popular K-5 in an open-face version, AGV has created a high-performance, versatile helmet that’s equally at home for city riding or touring. The carbon-fiberglass shell features an integrated spoiler for stability and aero performance, while the anti-scratch, Pinlock-ready shield extends below the chin and utilizes an effective mechanism called the Visor Magnetic System (VMS) which, as the name implies, uses magnets to keep the shield down.

The carbon-fiberglass shell comes in two sizes with a three-density EPS structure developed in four sizes. AGV’s IVS (Integrated Ventilation System) features three large front vents and two rear extractors that direct air to the rider’s head. The central upper air intake has been strategically placed to capture maximum airflow without interference with the internal sun visor. All the air vents and extractors are adjustable.

Inside the helmet, you’ll find dry-comfort fabric, with all the interior parts easily removable and washable.

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Arai Classic-V

Arai gets so much attention for its racing helmets, but the Japanese company makes open-face helmets, too, like the Classic-V. Taking the lessons learned from its racing helmets, Arai has applied some of those techniques here. But first, the style. Arai calls it New Old School, with heritage styling combined with modern luxuries. The Classic-V Helmet brings contemporary technologies like Arai’s proprietary PBcLc (Peripherally Belted, complex Laminate construction) shell, and a hidden ventilation system, which allows fresh air to come in through three intake vents integrated into the liner at the forehead, to an old school look.

Look throughout the Classic-V and you’ll find traditional stitched faux leather edge trim and interior accents. Inside you have a removable, washable liner to help keep things clean and fresh. The Classic-V is DOT and SNELL-2020 approved and meets The FMVSS 218 standard.

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Bell Custom 500

Keeping with the modern-retro theme, we have the Bell Custom 500. The Custom 500 is the epitome of a classic three-quarter helmet. With five shell sizes the Custom 500 is sure to give the rider a personalized fit regardless of where you are on the size chart. The quilted, contrast-stitched, plush interior is wrapped in a fiberglass composite shell. Fit and finish are nice and clean, with dozens of shield and visor accessories available (sold separately). There’s a padded chin strap with a D-ring closure and strap keeper to make sure the strap stays closed and out of the way.

The Custom 500 meets or exceeds DOT and ECE certifications, the FMVSS 218 standard, and comes with a five-year warranty.

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Biltwell Bonanza

For a quality, no-frills, classic open face helmet, turn to Biltwell. The Bonanza helmet features an injection-molded ABS outer shell with a hand-painted finish and an EPS inner shell. Inside there’s a hand-sewn, removable, brushed Lycra liner. Look closer at the liner and you’ll see contrasting diamond-stitched, quilted, open-cell foam padding. Keeping the Bonanza tight to your head is a rugged, plated steel D-ring neck strap with an adjustment strap end retainer. Along the edges you can choose between rubber or chrome accents. The Biltwell Bonanza is DOT certified.

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HJC IS-33 II

Turning back to modern interpretations of open-face helmets, there’s the HJC IS-33 II. Instead of the classic rounded style as the last two helmets, the IS-33 has a more aerodynamic shell with a large eye port for greater visibility. The Advanced Polycarbonate Composite Shell is lightweight and designed using CAD technology for optimum fit and comfort. Inside the shell, you’ll find a single-density EPS liner. For added convenience when the sun is low, the one-touch integrated smoke-tinted inner sun shield deploys and retracts quickly and easily, and is adjustable to three positions. To help promote airflow, the Advanced Channeling Ventilation System provides flow-through ventilation with multi-stage intake vents and exhaust vents that allow full front to back fresh airflow.

More comfort features include a moisture-wicking and odor-free interior with advanced SuperCool antibacterial fabric. It’s comfortable, removable, and washable, too. For those who wear glasses, the grooved interior in the temple area lets you slide your shades into the helmet comfortably. The QuickSlide shield replacement system allows for quick, secure, and tool-less shield removal and installation, with an optically-correct face shield that offers 95% UV protection. The IS-33 comes in two shell sizes with two EPS sizes and is secured to your head with double D-rings.

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LS2 Track 569 Open-Face Helmet

An updated version of the OF569, the Track 569 open-face helmet from Barcelona-based LS2 comes with a built-in sunscreen that’s optically correct and flips up and out of the way when it isn’t needed. What’s more, the Short-Shift tool-less quick-release system means you can change the main faceshield easily. A super-wide eyeport gives you excellent peripheral vision and allows you to see the road without the typical obstruction of other helmets.

The DOT approved quick-release chin strap makes it easy to get on and off. The plush comfort liner is made of breathable fabric and is fully removable and washable. Like all of the open-face helmets here, the LS2 Track 569 makes a great commuter helmet, touring helmet, scooter helmet, or all-around motorcycle helmet. Safety-wise it meets or exceeds both DOT and ECE standards.

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Schuberth M1 Pro

The perfect partner for riding with and without a visor: The Schuberth M1 Pro is at home on cruisers, tourers, naked bikes, or even scooters. With great ventilation, a new interior design, and excellent comfort, Schuberth helmets are known for being one of the most thoroughly-engineered helmets on the market. Compatible with many Bluetooth communicators, you can easily fit whatever system you use and start riding quickly and easily.

As far as safety is concerned: The helmet shell uses Direct Fibre Processing (DFP), which is a Schuberth innovation. It involves an endless spool of fiberglass being cut into pieces by a robot and blown into a mold. A precisely defined quantity of resin is added to the preform and it is then compressed at high pressure in a heated mold to create a high-strength helmet shell. The multi-part construction of the inner shell then allows for outstanding force absorption.

Ventilation channels are already integrated into the helmet shell for excellent air circulation, so the rider can stay less fatigued for longer. In addition, the helmet’s wind tunnel-developed aerodynamics gives it directional stability with no uplift and no buffeting. The integrated sun visor is freely adjustable in seconds, with great visibility offered by the optical class-1 visor.

The micro lock ratchet strap ensures a precise fit to the wearer’s head: Every time you put on the helmet, the ratchet lock makes it easy to fit the chinstrap.

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ScorpionExo Covert

This might look like a full-face helmet, but the Covert by Scorpion has a little bit of everything. Here’s how Scorpion describes it: We started with a half helmet and added an integrated drop-down sun visor for protection from sunlight. A rear comfort sleeve allows you to convert the helmet to a three-quarter open-face and then attach the included front mask and you’ve got one, aggressive “badass” looking helmet. So, yeah. It’s an open helmet that converts to give a full-face *look*. (Note: It is not a full-face helmet, nor does it provide the safety of one)

It’s constructed from a polycarbonate shell with a dual-density EPS liner. Ventilation channels are built into the liner, also, for unobstructed airflow. Two drop-down sun visors are included (one dark, one clear) and both feature Scorpion’s Ever Clear fog-free coating on both sides so you can see even in cool conditions.

Inside the Covert, the Kwikwick anti-microbial comfort liner moves sweat away from the rider when it’s warm and helps keep the rider warm when it’s cold. And its antimicrobial properties help fight off nasty funk that can grow inside. The removable front mask is held on with high-strength magnets, but the double D-ring chin strap ensures the helmet itself stays on your head.

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Shark S-Drak

Shark is another manufacturer going with the edgy-urban take on open-face helmets, with the S-Drak Carbon Skin you can see the carbon fiber flesh and its gunmetal finished side panels. The S-Drak benefits from the same slim shell design as the X-Drak giving it an outstanding style. Being 2020, the S-Drak Carbon Skin is not only edgy, but it’s also Covid-responsible thanks to its removable mask. And there’s also a retractable sun visor that can receive an optional peak. Inside there’s a high-quality suede interior that feels luxurious against your skin.

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Shoei J-Cruise 2

As the name suggests, the J-Cruise 2 is an update to the original J-Cruise open-face helmet. With this new design you get a more compact and aerodynamic shell shape with an integrated spoiler, longer sun shield, and the ability to seamlessly integrate the SENA SRL/SRL2 communication systems.

The J-Cruise 2’s updated aerodynamics allow it to slide through the air cleaner, which means it’s also a little quieter due to the reduced wind noise. The wide neck roll also hugs the neck/bottom of the head a little differently for better noise reduction. Shoei’s fully removable, washable, adjustable, and replaceable 3D Max-Dry Interior System is capable of dissipating sweat two-times faster than traditional nylon interiors.

From a safety standpoint, the J-Cruise 2 features Shoei’s exclusive Multi-Ply Matrix AIM shell and multi-piece/multi-density EPS liner. Additionally, Shoei’s patented micro ratchet chinstrap system provides a comfortable and secure closure.

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The post Best Open-Face Helmets appeared first on Motorcycle.com.

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Taking your dual sport to new heights.

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Dust off your glad rags and introduce Mr P Bank to Mr B Pein because this year’s Salon Privé Concours d’Elégance at Blenheim Palace (23-24 September) features awards in two motorcycle classes (Exceptional Motorcycles and Exceptional Competition Motorcycles), an Italian birthday celebration and the launch of a new British motorcycle brand. Early entries to the […]

The post Salon Privé Concours d’Elégance 2020 appeared first on OilySmudges.

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Suzuki is set to bring the Barry Sheene Classic to life with huge display and demo rides at this year’s event at Oliver’s Mount from Friday 14th to Sunday 16th August 2020. Returning as title sponsor of the event, Suzuki will bring with them several Sheene bikes including the 1976 and 1977 world championship-winning XR14s, […]

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In Racing Classic Motorcycles – First You Have To Finish, the author, Andy Reynolds, tells the story of his own experiences racing classic motorcycles over forty years between 1976 and 2016. Competing at the highest level at many of the world’s best known tracks, the author talks about the human side of racing, the financial […]

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In the ’70s and ’80s, motorcycle manufacturers such as Aprilia, Ducati, Honda, Kawasaki, Suzuki and Yamaha used Superbike racing to test the technology that would find its way onto street bikes. Slow Burn, by Bob Guntrip, is the story of how some of the biggest names of ’70s and ’80s motorcycle racing, names like Wayne […]

The post Book: Slow Burn – The growth of Superbikes & Superbike racing 1970 to 1988 appeared first on OilySmudges.

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Written by Chris Rooke, a serial motorcycle restorer, and published by well-known automotive publisher Veloce, this manual provides a step-by-step guide to the restoration of Norton Commandos manufactured between 1968 and 1975. It aims to be both entertaining and informative and, in addition to hundreds of colour photographs, the author shares his own experiences, mistakes […]

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The BMW R nineT /5 is a exclusive (read limited production run) model to mark the 50th anniversary of the /5 series (and of motorcycle production in Berlin Spandau). Based on the popular R nineT from the company’s Heritage line up, a number of design features in this model give a nod to the 1969 […]

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Suzuki GB, in association with its Vintage Parts Programme, has announced the return of its hugely successful Classic Suzuki Track Day for 2019, set to take place at Cadwell Park on 29 June and already boasting an all-star lineup of bikes and riders, with more to be confirmed. With the inaugural event hailed as a […]

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The star-studded World GP Bike Legends will be back out in force at this summer’s Silverstone Classic (26-28 July), fronting an enlarged motorcycle showcase at the world’s biggest classic motor racing festival. Featuring multiple world champions such as Wayne Gardner (AUS), Freddie Spencer (USA) and Raymond Roche (FRA), the presence of World GP Bike Legends […]

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Once again, we are helping the team behind Channel 4’s Find It, Fix It, Flog It programme find potential filming locations (i.e. sheds, barns and garages) for their new series. In the unlikely event that you’re unfamiliar with the programme, the presenters, Henry Cole and Simon O’Brien, visit people’s sheds, barns and garages (basically, anywhere […]

The post Find It Fix It Flog It – Location search 2019 appeared first on OilySmudges.

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Sammy Miller, eleven times British Champion and winner of over 1,400 events worldwide, was honoured last month (November 2018) as a ‘true’ Trial Legend. Fifty years on from his victory in the 1968 European Championship on a Bultaco, Sammy was presented with a trophy as the first FIM European Champion. The presentation was made at […]

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