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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. 2021 Honda CB1000R Specifications Engine Type Liquid-cooled DOHC Inline four-cylinder, four valves per cylinder Engine Displacement 998cc Bore and Stroke (mm) 75mm x 56.5mm Compression Ratio 11.6:1 Max. Power Output 143 hp at 10,500 rpm (claimed) Max. Torque 76.7 lb-ft. at 8,250 rpm (claimed) Carburation PGM-FI Fuel Tank Capacity 4.3 gallons Fuel Consumption 40.2 mpg (claimed) Starter Electric Battery Capacity 12V/8.6AH Clutch Type Wet, multiplate clutch Transmission Type 6-speed Final Drive Chain Frame Steel mono backbone Front Supsension Showa SFF-BP USD fork Rear suspension Showa monoshock (axle travel 5.2 inches) Front Brake 310mm double disc Rear Brake 256mm single disc ABS System Type 2 channel Front Wheel Cast aluminum Rear Wheel Cast aluminum Front Tire 120/70 ZR17 Rear Tire 190/55 ZR17 Instruments 5” TFT screen Headlight LED Taillight LED Dimensions (LxWxH) 83.5 inches x 31.1 inches x 42.9 inches Wheelbase 57.2 inches Rake/Trail 25°/3.9 inches Seat Height 32.7 inches Ground Clearance 5.3 inches Kerb Weight 467 pounds (claimed) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2021 Honda CB1000R First Look appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/WEf7r4_j_U8View the full article

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

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. Zero to 100 – In Top Gear! 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. The post Church of MO: 1995 Kawasaki Vulcan 1500 appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/fnoM4-GcmDoView the full article

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. 2020 Honda Africa Twin + Highs Killer engine Impressive electronics A comfortable steed for varying levels of riders – Sighs Steers a little slow on-road Could always use more engine protection Navigating the electronics is pretty daunting In Gear Helmet: Klim F5 Koroyd $650 Jacket: Klim Baja S4 $550 Pants: Klim Baja S4 $550 Gloves: KLIM Baja S4 $90 Boots: SIDI Crossfire 3 $525 Goggles: KLIM Viper Pro $130 2020 Honda Africa Twin Specifications MSRP $14,399 Engine Type 1,084cc liquid-cooled Unicam four-stroke 22.5° parallel-twin Valve Train SOHC; four valves per cylinder Bore x Stroke 92.0mm x 81.5mm Compression Ratio 10.1:1 Induction PGM-FI electronic fuel injection w/ 46mm throttle bodies (Throttle By Wire) Ignition Full transistorized ignition Starter Electric Transmission 6 speed manual Clutch Multiplate wet Final Drive 525 Chain Front Suspension 45mm inverted Showa telescopic fork; 9.1 inches travel Rear Suspension Pro-Link system w/ single Showa shock; 9.4 inches travel Front Brakes Two four-piston hydraulic calipers w/ 310mm disks; ABS Rear Brakes Single one-piston hydraulic caliper w/ 256mm disk; ABS Front Tires 90/90-21 Rear Tires 150/70R-18 Rake 27.0° Trail 113mm (4.4 inches) Length 91.7 inches Width 37.7 inches Height 55.0 inches Seat Height 34.3 inches / 33.7 inches Ground Clearance 9.8 inches Wheelbase 62.0 inches Fuel Capacity 5.0 gallons Color Matte Black Metallic Curb Weight 495 lbs. (measured) The post 2020 Honda Africa Twin Off-Road Test – Quick Take appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/VBmV7OQ4L7QView the full article

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. Table of Contents AGV K5 Open-Face Arai Classic-V Bell Custom 500 Biltwell Bonanza HJC IS-33 II LS2 Track 569 Open-Face Helmet Schuberth M1 Pro ScorpionExo Covert Shark S-Drak Shoei J-Cruise 2 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now 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. Shop Now We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews and other articles. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Open-Face Helmets appeared first on Motorcycle.com. http://feeds.feedburner.com/~r/Motorcyclefeed/~4/DjtOxtsPbgwView the full article

Taking your dual sport to new heights. View the full article

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. View the full article

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, […] The post Barry Sheene Classic appeared first on OilySmudges. View the full article

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 […] The post Book: Racing Classic Motorcycles appeared first on OilySmudges. View the full article

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. View the full article

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 […] The post Book: How to restore Norton Commando appeared first on OilySmudges. View the full article