Stayin’ Safe: Idle Threat – The Danger From Behind

This rider has left no room for escape, is in physical and mental neutral and is highly vulnerable to that distracted driver approaching from behind.

Back in the days of the legendary Hurt Report (1981), a.k.a. the Motorcycle Accident Cause Factors and Identification of Countermeasures technical report, the incidence of rear-end collisions was vastly underrepresented. Riders simply weren’t being struck from behind back then. Then came cell phones and texting. Now, being hit from behind by a distracted driver is a growing concern for motorcyclists…and a compelling reason to find ways to avoid being a sitting Duc. Or Hog. Or Tiger.

In the new normal, drivers simply aren’t paying enough attention. They aren’t recognizing traffic slowing ahead until it’s too late. Bad news when it’s your butt that’s next in line ahead. In addition to increasing your conspicuity with hi-viz clothing and products like brake light flashers, here are some recommendations we’ve integrated into our Stayin’ Safe rider training program in response to the growing volume of distracted drivers.

Slow gradually. When you anticipate a changing traffic light or see a stop sign ahead, take your time getting there. Slow gradually instead of carrying speed to the intersection. You’ll have a better chance of getting that distracted driver to slow down with you rather than relying on them to suddenly react to you. That way you’ll also spend less time actually stopped and vulnerable. Once you do come to a standstill, maintain a “tactical ready” position, keeping the bike in gear, your hands on the controls and an eye to the mirror. Avoid stopping at the rear bumper of the car ahead. Instead, leave a space cushion that allows you to have a distinct escape.

As my dad used to say, “Don’t just sit there. Do something!” Be aware of the idle threat of sitting in traffic, be ready with a plan and be poised to take action should the driver behind fail to slow.

Article Credits : ridermagazine.com

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The Ultimate Motorcycle Maintenance Checklist

One of the smartest things a motorcyclist can do is maintaining your motorcycle properly and doing it often. Keeping the owner’s manual within arm’s reach is crucial too. In it, you will find how long you can use certain parts of your motorcycle before they need replacement.

Maintaining your motorcycle is a preventive measure to keep it performing optimally. In this article, you’ll learn the ultimate checklist to maintain for your motorcycle thoroughly.

Know that some parts of your motorcycle need daily maintenance while others need to be attended to every other week and month.

Check Your Tires & Wheels

There is no such thing as overdoing it when inspecting your tires. It is one of the crucial steps to maintaining your motorcycle in tip-top shape, and this, in turn, will keep you and others safe.

You should check the cast alloy rims every 2-6 months to look out for bends and cracks on rims. Avoid hammering, heating or bending the rims to shape, it damages the rims even more. Service centres can help check if the motorcycle's rim is misaligned.

Replace the tyres that have been in use for more than 5 years. Make sure the replacement tires meet the exact specifications recommended by the manufacturer in the owner’s manual. Use a coin to go through the tyre tread to ensure the tires have ample space between the tread. (The more accurate way of checking your tire is to use a treadwear indicator to measure the tyres pressure.) Keep an eye out for any sidewall bubbles or any signs of defect on the tires and get them fixed immediately.

Battery

Batteries manufactured in recent times require little maintenance. But your battery can and will run down. Use a multimeter regularly and check if your battery is between 12.5 to 12.7 volts when the motorcycle is not on. Ensure the terminals have not accumulated dirt or turned loose; clean them with dielectric grease to prevent corrosion. Check the sticker on the battery for how long you should use the battery before you replace it—The rule is usually after 5 years. However, examine the battery after every 1-2 years or 5,000 - 10,000 kilometres.

Brakes

Your brakes are very vital parts of your motorcycle. Ensuring your motorcycle comes to a halt when you hit the brakes can make a huge difference sometimes. Ensure that your braking system is in excellent condition. You need to check them often, at least after every 900km.

To check this, the motorcycle must be lifted off the ground with a lift or a motorcycle stand, spin the wheel, and check the rolling resistance.

You can also hold each side of the wheel and shake it to check for any looseness and signs of warping.

Make sure the brakes levers work and have normal pressure. If they aren’t, the brakes might need bleeding. Many pads come with a line that shows when it is time to change them. Our advice is not to wait till the brakes pads wear so close to the metal before you finally replace them. Buy brake pads with the exact specifications as the previous ones (Make sure you buy from reputable shops. This is very important.)

Fluids

Checking on your oils and liquids depends on how often you ride. If you ride it regularly, then check it frequently. If you ride it less often, then check it before you ride. Ensure your motorcycle is standing upright so you can get an accurate measurement. The cooling system, brakes, engine, clutch all need liquid to provide pressure or lubricate. Check-in with your manual to know how often you should change out the oil or top up the oil. Running out of fluids like the braking fluids can be an enormous problem, or insufficient cooling liquid can cause components in your motorcycle to overheat and become damaged in the process.

Chains

Inspect and oil the chains on your motorcycle frequently. The chain of the motorcycle is a good indicator of how well it is maintained. Lubing up your chain from time to time is ideal; you can also use kerosene or a degreaser to clean old grease that has accumulated dirt and causes the link to freeze or become damaged before reapplying the new chain lube.

For frequent riders, clean and re-lube your motorcycle after every seven days, and for infrequent riders, do this at least two times a month.

Filters

A dirty and clogged air filter will cause your engine to overwork and underperform. If the filter is dirty enough, your motorcycle can go off right in the middle of wherever. You need to swap out your air filter after every 5,000km. New air filters are affordable. If you’d rather wash your air filter: clean it in kerosene, then coat it lightly with engine oil. Make sure you dry out the filter before installing it. Change out the fuel filters after 25,000km.

Spark Plugs

Ensure you replace your spark plugs after every 5,000 to 15,000 kilometres—this depends on the type of spark your motorcycle’s engine requires. Spark plugs are part of your motorcycle ignition system so take care inspecting for any sign of a crack, corrosion, and replace the bad spark plugs immediately.

Controls and Cables

Be sure your clutch and throttle are hinged properly. Be sure the cables are lubricated well. Replace the worn-out cables immediately.

Turn the handlebar from side to side and observe for any cable interference or strain.

Clean Your Motorcycle

Do not use dish soap to wash your motorcycle; it damages the exterior of your beloved vehicle. Soap might seep into the engines and corrode some parts of the engine. Use soaps made for washing automobiles. They are easier on the exterior. Washing your motorcycle is also a great time to do a thorough check on your bike; you might notice something out of order that needs attention.

Final Thoughts

Remember to tighten all loose nuts and bolt properly; it does not take more than a few minutes. Maintaining your motorcycle might seem like a lot of work, but it makes all the difference on performing your motorcycle and for your safety. Remember to take your motorcycle to the mechanic for its check and maintenance every 6 months.

One more thing. You cannot be too careful, that is why we advise buying motorcycle insurance. It is mandatory in Singapore and a step in protecting yourself and those around you.

Safe riding out there!

If you are looking for motorcycle insurance, DirectAsia is the best choice. With a customer satisfaction rating of more than 90%, you can expect nothing but great service from us. 

Credits to : Direct Asia

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Ducati Takes on the Future of Electric Motorsports with MotoE Bikes

Ducati is getting ready to write a new chapter in the world of motorsports with the production of the V21L prototypes, set to be the stars of the 2023 FIM Enel MotoE World Championship season. The production of the 23 units of the electric motorcycles began in December, with each prototype being assembled by experienced technicians in the Ducati MotoE Racing Department with the same care and precision as the construction of a MotoGP bike.

The start of the V21L prototype production is a significant moment for Ducati, as the company aims to advance its technological skills for the future, while maintaining its focus on experimenting with technology through racing. To achieve this, Ducati has created a state-of-the-art electric motorcycle, the result of collaboration between Ducati R&D engineers and the Ducati Corse team. The V21L brings together the best of both racing and production, and represents a new frontier for Ducati in the world of electric sports bikes.

“The start of the production of the Ducati MotoE is a historical moment for our company, as we look to the future of motorcycling technology,” said Claudio Domenicali, CEO of Ducati. “We are committed to contributing to the reduction of CO2 emissions, and the MotoE project is a crucial step in our journey towards sustainability.”

The 2023 MotoE World Championship will be held over eight Grand Prix weekends, with two races per weekend, both on Saturdays. The championship will kick off on May 13, at the French Grand Prix, and continue through all the European races until the Misano GP in September. With the start of the V21L production, Ducati is set to take the lead in the electric motorsports world and make history in the process.

Article Credits: allelectricmotorcycle

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HORWIN: era of new Energy Revolution - making Intelligent Two-Wheelers & Robots

China’s HORWIN has its eye on the future which is headquartered in Jiangsu, China, the company has launched a pure electric motorcycle brand, while also lifting the covers off its bionic robot IP, named MR.Y.

A company spokesperson gives more details about the new developments, as well as what the company has planned in the coming years. “Based on the core technical concept of improving efficiency and reducing consumption, HORWIN abandoned the structural layout of traditional fuel vehicles and the traditional split motor-battery-controller layout of electric vehicles. The full-stack self-developed ‘IM (Intelligent Mobility) Integrated Intelligent Chassis’ has realized performance far beyond that of same-class fuel vehicles and electric vehicle products with only half the power and two-thirds of the battery capacity,"

The company says vehicles equipped with the IM chassis are lighter, stronger, and more stable, and offer higher performance and higher efficiency. It also allows more freedom of design and manufacturing.

At the onset, HORWIN’s products were based on two scenarios: daily commute and leisure sports. EK and SK are for commuting, and CR is designed for leisure.  In November 2022, however, the company released two disruptive products - the world's first high-performance electric urban ADV (purpose-built adventure motorcycles) SENMENTI 0 and the world's first electric Hyper GT SENMENTI X.

Self-Balancing Technology
In December 2022, HORWIN delivered the 5G intelligent building block factory, namely BB (Building Block) factory, to realize the first truly unmanned factory in the industry to optimize efficiency and improve product consistency.

HORWIN’s technological advancements in its products revolve around the IM integrated intelligent chassis technology and its dynamic self-balancing platform technology.

This is how HORWIN's self-balancing technology works. By using specially designed structural design, the power distribution is dynamically adjusted through intelligent algorithms. Most of the power allocation is used as self-balancing power to keep the vehicle balanced when balance is needed at low speed. If the vehicle is running at a high-speed requiring no balance, most of the power allocation is used as the forward power.

This design does not add extra weight, extra power redundancy and extra cost, thus realising the self-balance of the vehicle without losing flexibility and lightness of vehicle and overcoming the biggest disadvantage of the two-wheeled vehicle. Self-balancing technology can automatically interfere with vehicle balance at low speed, and effectively improve the safety factor of two-wheeled vehicles.

Bionic robot IP named MR.Y

Its goal is to build a proprietary intelligent robot that can help people in real life, including serving as a shopping guide, walking the dog, picking up children and taking care of the elderly.

Electrification is "Irreversible"
HORWIN currently has five major markets - Europe, South America, Africa, Middle East, and Southeast Asia. Besides an operation and production research headquarters in Changzhou, China, an innovative R&D centre in Shenzhen and a digital R&D centre in Hangzhou, HORWIN has set up operation centres and branches in Europe and the US respectively.

For now, the company aims to first target China, US and Europe with its latest technology and products, followed by the southeast Asian market, and then radiating all over Asia soon.

“In recent two years, driven by global peak carbon dioxide emissions, carbon offset, double-carbon policy and consumption upgrading, the trend of global electrification of two-wheelers is irreversible and promising,” says the spokesperson.

“At present, for domestic two-wheel electric motorcycle brands, whether for high-performance battery or software intelligent experience, the market is still at an early stage or even a blank stage, so there is an urgent need for an outstanding brand and product in China. Thus, the prospect of electric two-wheeler vehicles in the future looks very bright.”

Article Credits: AutoFutures

The Why Behind Arai Helmets

An Arai shell expert with a helmet during the production process at the factory in Japan.

In 1914, a doctor practicing near the Brooklands racetrack in England first correlated the relationship between motorcycle accidents and serious head injuries. Dr. Eric Gardner went on to invent the first purpose-built motorcycle helmet. It wasn’t until two decades later, when a head injury resulting from a motorcycle accident took the life of Thomas Lawrence, better known as Lawrence of Arabia, that the first serious studies were conducted into the efficacy of motorcycle helmets in reducing the severity of head injuries. Hugh Cairns, Lawrence’s attending doctor and a leading neurosurgeon, used his findings and influence to ensure that helmets would become obligatory equipment for British Army Signal Corps riders going forward.

Early helmets were mostly constructed from cork, leather, and sometimes wood, and remained so until post-war developments in synthetic materials lead innovators such as Hirotake Arai to develop an entirely new design. Arai, a keen motorcyclist, had retooled his family hat business to produce safety helmets for construction workers. Applying the same manufacturing techniques, he began making and selling the first Japanese motorcycle helmets in 1952. They were made from a fiberglass resin outer shell lined initially with cork, and later, expanded polystyrene (EPS).

An effective helmet design aims to minimize the energy reaching the wearer in a crash, and since much of the testing involves dropping helmets from a given height onto an anvil, passing the resulting standards can be as simple as thickening the EPS layer in all the right places. Arai argues that the resulting helmet would no longer possess the overall strength and durability afforded by a sphere and ignores the role a helmet plays in redirecting and absorbing energy. In the same way a stone can be made to skim across a pond, a round, smooth helmet will glance off a surface, redirecting energy away from the wearer.

Arai’s design philosophy first accepts that practical limitations on a helmet’s size and weight restrict the volume of protective EPS foam it can contain. Inevitably, helmets can’t prevent all head injuries. But, with the understanding that safeguarding a rider’s head goes far beyond meeting the demands of governing bodies, Arai applies the “glancing off” philosophy to design helmets that reduce the effect of impacts on riders’ heads. Given that most impacts are likely to occur at an oblique angle because motorcyclists are moving at speed, Arai’s design aims to maximize the ability of a helmet to redirect energy by glancing off an object. The design is a function of shape, shell strength, and deformation characteristics that absorb energy along with EPS.

Arai collects crashed helmets for analysis and data collection, and uses the information to continually refine their helmet design.

Arai has developed and refined its approach through decades of evaluation and experimentation. Its helmets are round and smooth, and any protruding vents or airfoils are designed to detach on impact. The shell itself must be strong and flexible, but it must not deform too quickly or it will dig in rather than glance off. Arai uses multiple laminated layers combining glass and composite fiber to produce a very strong but lightweight material, and areas of potential weakness at the helmet’s edge and eyeport are reinforced with an additional belt of “super fiber.” Arai says its shells can withstand much higher abrasion than what is mandated by standards tests, and in doing so, can retain its energy absorption properties for a second or third impact.

Many other helmet manufacturers and philosophies exist, and riders must make their own conclusions in the knowledge that certification requirements mandated by bodies such as the DOT and ECE only guarantee a minimum standard. Every Arai helmet is still made and inspected by hand at the family-owned factory in Japan; the only automated process is the laser cutting of the eyeports. Over its history Arai has built an enviable reputation for quality and attention to detail. As the saying goes, it is expensive for a reason.

Each helmet shell undergoes a series of quality control checks before continuing through the production process.

For more information on Arai helmets, visit araiamericas.com.

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Article Credits: ridermagazine

2023 Vespa GTS revealed: GTS, GTS SUPER, GTS SUPERSPORT AND GTS SUPERTECH

Vespa introduced four GTS model lines for 2023. The new range comes with the standard equipment of previous models and includes four versions: the classic Vespa GTS, the contemporary GTS Super, the sporty GTS SuperSport, and the “ultratechnological” Vespa GTS SuperTech.

Like the previous generation, the GTS SuperTech is a ‘flagship’ variant and comes with all modern electronic packages.

This 2023 model maintains the iconic design of the previous model but to ensure this model remains fresh, Vespa offers 14 attractive colour options and the automaker has made a few tweaks in the form of redesigned mirrors, mudguard and the front apron. The bold colourways with contrasting colour elements look striking, as do the alloy wheels.

The body of the new GTS family is still made of steel and has been paired with an entirely new front suspension. Maintaining the traditional, single-arm layout, the system has been redesigned in terms of functionality for greater stability, especially at high speeds, and to improve comfort and handling, thanks to the new suspension calibration. The Vespa GTS range also includes dual disc brakes, ABS, and ASR traction control.

Vespa continues to focus on ergonomics and a natural riding position, which the company says makes the scooter “extremely comfortable, enjoyable to ride and accessible to everyone.” Along these lines, the new Vespa GTS also features a new seat offering comfort for both rider and passenger, as well as optimized ergonomics for easy footing on the ground at a standstill.

An event in Japan sponsored by SHOEI on the occasion of start of MotoGP

Check out SHOEI riders Marc Marquez, Alex Marquez, and Fabio Di Giannantonio at the signing event sponsored by SHOEI a few days before the start of MotoGP in Japan. Alex Marquez, and Fabio Di Giannantonio then went to visit the SHOEI Miyagi factory to see the production process and experience the wind testing equipment used in racing. @ChongAik

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What 2B motorcycle should you get? 

Besides the obvious factor of price point, the type of motorcycle you choose also shows your personal style. Do you want something sporty and stylish? Do you see yourself on a sturdy scooter that exudes class and confidence? Or do you prefer something retro and cute to zip around with?

Our 2B motorcycle choices can be pretty limited in Singapore due to the different class of bike licenses. But there are a few machines under 200cc – for various styles – that are worth mentioning. 

Before we jump into the list of top 5 2B motorcycles available in Singapore for riders of all types, here’s a handy checklist in choosing your Class 2B motorbike:

1. It should be fairly common

The 2B motorcycle you choose to buy should be a common model in the market – why? This is because most motorcycle dealers do not keep parts on hand for entry-level machines that are not very popular in the market. Yes, you may stand out of the crowd with something different but are you willing to wait 3 months for essential parts to be shipped from Japan? 

2. It should be easy to maintain 

Most 2B motorcycles are easy to maintain and should not cost much to repair. The servicing of your two-wheeler is highly dependent on how often you ride it, how well you maintain it, and the price of the parts required. Typical motorcycle servicing requires a change of engine oil, cleaning of filters, threading/changing of tires and the changing of brake pads. So, it’s wise to go for a motorcycle that does not have too many moving parts that could easily give way over time.

3. It should be fuel efficient 

An average 2B motorbike runs at 20–25 kilometers per litre. On the other hand, a 4-stroke 2B motorbike can run at about 35-40 km/l of petrol. But bear in mind that your fuel efficiency is also affected by engine size, bike condition, riding habits, and total weight. 

Other costs you should consider when buying a new motorcycle are:

• Certificate Of Entitlement (COE)
• Road tax and Parking
• ERP charges
• Riding gear
• Motorcycle insurance

Based on the criteria above, here are a few top 2B motorcycles available in Singapore for every type of rider: 

The Retro Rider

The Vespa is the epitome of retro urban living and is perfect for trips to your favourite cafe or for a quick ride around town. You can take your pick from the S125 for simplicity, LX150 for a more modern look or PX150 for pure retro styling. The latest Vespa models give you modern reliability combined with good gas mileage – so, basically, they offer a cheap, fun ride. There is an older model you can still find used in Singapore that’ll get you to the full 200CC’s, but honestly on these bikes the ride’s going to be fun whatever the power.  There’s also a great club to join if you really want to nerd out on vintage vibes.

The Stylish Sports Rider 

Image Credit: Unique Motor Sports

A sports bike with risqué Italian styling makes the CB150R an instant attraction for many new motorcycle riders. This motorbike also comes with some cool features, such as LED head and taillights, LED winkers, LCD instrument panel and a big-bike muffler.

If you want a good-looking sporty motorbike that is relatively affordable, the CB190R is the one for you. But, while many are sold on the CB150R’s looks alone, it’s worth pointing out that the racer’s riding posture tends to put strain on the wrist and lower back – not something you’d want to discover during an ambitious road trip – say to Malaysia.

The Cool Cruiser Rider

If you’re a fan of Sons of Anarchy, then you’ll love the Honda TA200. If you squint a little, you might just think it’s a Harley. It’s great for riding pillion, has loads of support and is known for its reliability amongst motorcycle riders. There are tons of secondhand options in the market so it’s likely you can get one according to your budget.

The Steady Scooter Rider

Who says you can’t be cool riding a scooter in Singapore? If you’re looking for a sturdier and more functional ride, the Yamaha X-MAX300 is the ride for you. Plus, you’ll probably appreciate the extra storage space under the seat to store your wet gear given Singapore’s tropical rainy weather. Most scooters also come with an automatic transmission, which means there’s no need to go through the hassle of changing gears. Do you know the Yamaha X-MAX300 has also received the Red Dot Award for Product Design in 2018 – for the 3^rd time?

The Adventurous Bike Rider

This wasp-like machine is for the thrill-seekers. Because it’s rather light-weight, veteran riders may complain that it’s jumpy in low gears, but that’s also why it’s perfect for new riders that want more thrust-power. However, although the Duke 200 is made in India with an Austrian pedigree, it isn’t the cheapest entry-level motorcycle to maintain, and the engine can get quite hot when stuck in heavy traffic. Its higher power-to-weight ratio means you can count on this motorbike to deliver pizza steaming hot, but not necessarily in one piece! But if style and speed trumps comfort for you, then this is a good option.

Insure Your Motorcycle

Once you’ve decided what type of 2B motorcycle you prefer, you’ll need to think about motorcycle insurance. You can get a quick quote online so you know how much you’ll need to ride your motorcycle on Singapore roads once you’ve purchased your vehicle. 

At DirectAsia, you can freely customize your motorcycle insurance policy to your needs. Choose from a suite of Comprehensive motorcycle insurance, Third Party Fire & Theft (TPFT) or Third Party Only (TPO) policies, along with optional benefits to fit your lifestyle needs. Don’t forget to check out available motorcycle insurance promotions too!

Credits to : Direct Asia

Motorcycle Windshield Maintenance

Windshields do more than keep bugs, dirt and wind off you. They also say a lot about how well you take care of your bike. These Quantum hardcoated polycarbonate windshields from National Cycle deserve premium cleaning products like Novus polish and scratch remover and Rain Zip water repellant, designed for plastics (see images below).

When you spend a lot of money on an accessory, part of the enjoyment is seeing it on your bike. But if that accessory is a windshield, you want to see right through it. Unfortunately windshields, both the aftermarket and the OE kind, are right out there in front of you where they’re vulnerable to dirt, rocks, bugs and other damage that can leave them battle-scarred after only a few riding seasons. There’s no way to beat bad luck, but according to National Cycle’s Paul Gomez you can tilt the odds in your favor with regular care and cleaning.

National Cycle uses two materials for its shields. The first is a hard-coated polycarbonate with either FMR (formable mar resistance) or National Cycle’s proprietary Quantum hardcoating. Polycarbonate is more impact resistant than the other material, acrylic. In its plain form acrylic is brittle and cracks easily, so National Cycle uses a high-impact acrylic that combines good optics with more resistance to damage.

This chart from National Cycle illustrates the differences between polycarbonate, high impact acrylic and standard acrylic.

“With acrylic you want to be very careful not to use any type of abrasive cleaners, because it scratches easily,” says Gomez. “We have a special cleaner for acrylic, or you can use warm soapy water.” Any commercial cleaner that says it’s made for use with plastics is probably fine, too, but avoid cleaners with petroleum products, ammonia or kerosene because these can all damage hardcoating. The same caveats about abrasive cleaners and harsh cleaners apply to hardcoated polycarbonate, too; although the hardcoating is more resistant to abrasion, you can’t grind away at it forever.

Another product to avoid on polycarbonate and acrylic windshields is Rain-X. “Rain-X and plastics do not play well together,” Gomez warns. Instead, he says, consider using National Cycle’s own Rain Zip coating, which does to plastic the same thing Rain-X does with glass, but without harming the underlying material. “It also works well on helmet visors,” he adds.

Novus polish and scratch remover is great for windshield maintenance.

Whatever you use to clean your windshield, start off by soaking paper or cloth towels in water and laying them on the windshield. Leave them there for 15 minutes or so to soak through and soften the dried-on bug guts and dirt, then scrape off the stubborn bits with your fingernail––don’t wipe them off with a rag or you might scratch the very surface you’re trying so hard to protect.

The first step in any windshield cleaning is laying a wet fabric or paper towel over the surface to soften up dried-on bugs and dirt.

Use a cleaning cloth made of microfiber, terrycloth or cotton flannel, and make doubly sure it’s clean. Paper towels are too abrasive, and shop rags, even though they look clean, can pick up metal chips and other scratchy stuff that remains even after a thorough washing. A clean cotton T-shirt is the last-resort choice, but make sure it just came out of the washing machine.

RainZip is designed for use on plastics, like windshields and helmet visors.

Plastic cleaners are designed to work in cool temperatures so park your bike in the shade before you start. Whether you’re using soapy water or a plastic cleaner, apply it gently—you don’t need to apply much pressure—and turn the cloth frequently to carry picked-up grit away from the surface. Rinse the cloth often, too, to get the small stuff out.

To remove scratches Gomez recommends a plastic polish like Novus. “But it’s a case-by-case thing,” he says, “depending on how deep the scratch is. Novus is low-abrasive, but the trick is to remove the scratch without going through the hardcoat.” Crack repair is another iffy area. In some cases you can stop a crack from spreading by drilling a small hole at the end, but first check the manufacturer’s warranty to see if cracks are covered. You might be better off swapping for a new windshield than making your old one worse.

For ultimately smooth braking transitions, combine brake and throttle.

When taught to ride motorcycles, we learned to use the throttle and brakes as separate controls. To speed up, roll the throttle grip toward you. To slow down, roll the throttle the away from you. To slow more quickly, roll off the throttle and then apply the front and rear brakes. In that order.

After slowing, when it’s time to reapply power, we were taught to ease off the brakes and then, as a separate motion, roll on throttle. Unfortunately, those throttle/brake transitions can be jerky, tend to upset the bike’s chassis and, when riding with a passenger, can have helmets banging out Morse code.

Fortunately, the two controls don’t have to be mutually exclusive. For unmatched smoothness, think of the brake and throttle as one combined control. Let’s call it the “brottle.”

1) Apply brakes while the throttle is steady. 2) Roll off the throttle as needed to aid slowing. 3) Begin to roll throttle back on… 4) …while slowly releasing the brakes to seamlessly resume travel speed.

Combining brake and throttle creates a push-me, pull-you tension that stabilizes the chassis while also providing the option to seamlessly add more brake or more throttle as desired without any chassis disruptions.

Try it on an open, straight section of road. Maintain a steady throttle and squeeze the brake lever (and pedal) against it. You should feel the weight of the bike smoothly transfer from rear to front.

Once a slower speed is achieved, smoothly release the brakes and let the throttle take over again. The weight will shift gently back to the rear wheel. Experiment with different degrees of brake pressure.

Got it? Now try the “brottle” technique on the approach to a slight or moderate curve, completing the full transition before entering the corner.

When approaching sharp bends, progressively squeeze the brakes against the steady throttle but this time, begin rolling off the throttle as you continue to squeeze the brakes (avoid rolling throttle all the way off).

When you’ve slowed enough, begin rolling the throttle on as you slooowwly release the brakes. Throughout the entire process, the brakes and throttle are overlapped, working together as one control.

With a little practice using the “brottle,” your braking transitions will soon be smoother than ever!

Article Credits: ridermagazine.com

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Motorcycles Fun Facts | Do You Know Them?

10 Fun Facts About Motorcycles That Will Blow Your Mind

Reading time: 3 mins

When were motorcycles first made? What’s the longest journey ever taken on a motorbike? And which Hollywood star owns a motorcycle manufacturing company? Whether you’re a novice motorcycle rider or a pro that’s been riding for many years, we guarantee that some of these motorcycle facts will surprise you!

From historical info to record-breaking trivia about motorcycles, we’ve listed 10 interesting motorcycle facts to share at your next riders club gathering. We bet there are a few that will stump even the best of motorcycle historians out there. So, let’s go through the list to find out what they are!

1. Motorcycles have been around since the 1800s! 

Yes, motorcycles have been around for over 100 years. The first internal combustion, petroleum-fueled motorcycle was the Daimler Reitwagen designed in 1885. It was built by two German inventors; Gottlieb Daimler and Wilhelm Maybach.

2. The term “motorcycle” was first used in 1894

Did you know that the motorcycle was first referred to as a ‘Petrol Bicycle’? It was only in 1894 when a German company called Hildebrand & Wolfmuller became the first to commercially manufacture the two-wheeler. The company referred to the vehicle as ‘motorrad’ (in German), which directly translates to motorcycle.

Colonel Lawrence astride a Brough Superior SS100 motorcycle

3. Helmet use for motorcycle riders was mandated after Colonel T.E. Lawrence died in a motorcycle accident

The story goes that Colonel Lawrence – immortalised as Lawrence of Arabia – was riding his motorcycle, a Brough Superior SS100, near his home, when he almost hit two boys on bicycles. He maneuvered to avoid them, but unfortunately got thrown off his bike. He succumbed to serious head injuries a few days later. 

Realising that his death could have been avoided, one of Britain’s very first neurosurgeons, Hugh Cairns, started researching the importance of crash helmets. His work was published in Britain’s Medical Journal, titled: “Head Injuries in Motorcyclists – The Importance of the Crash Helmet”. It was through his research and findings that the use of motorcycle helmets have become a requirement by law globally.

1904 Harley Davidson

4. The first-ever Harley Davidson motorcycle only went 40km/h

Invented by William S. Harley, Arthur Davidson, the first “real” Harley-Davidson motorcycle was completed in 1904. At that time, the duo immediately took part in a motorcycle race with their prototype model, finishing in fourth place. 

Although not as fast as it can go now, another interesting fact is that the very first Harley Davidson had a single-cylinder engine that actually used a tomato can as its carburetor.

‘Smalltoe’ – world’s smallest motorcycle

5. The smallest functional motorcycle in the world is called ‘Smalltoe’

Tom Wiberg, from Sweden, built ‘Smalltoe’ – the world’s smallest motorcycle – standing 2.55 inches tall and weighing a mere 2.4 pounds. The Guinness World Records certified Wiberg as a record holder in 2003 for making the smallest functional motorcycle in the world.

Smalltoe has an engine that can produce an output of 0.3 horsepower with a speed of 1.24 mph. The record was set when Wiberg rode his motorcycle as far as  32.8 feet, proving that it is a rideable motorcycle.

6. The longest journey ever made with the use of a motorcycle took over 10 years to complete

Emilio Scotto is an Argentine adventurer, photojournalist, and writer. As of 2009, he holds the Guinness record for the world’s longest motorcycle ride, spanning 10 years, 232 countries and a total distance of 457,000 miles (735,000 km). He rode on the “Black Princess” a 1980 Honda GoldWing GL1100 motorcycle.

This was considered a single journey because he didn’t return to his country of departure until the end, which was 10 years later.

7. The record for the longest-ever backwards motorcycle ride was almost 5 hours

Doing it a little differently in India, Havildar Pradeep set the world record for the longest ride backwards on a motorcycle. Yes, on 10 November 2020, Havildar actually rode 204.4 km in 4 hours 47 minutes, facing the other way as his motorcycle roared forwards.

Of course, we have to mention that riding a motorcycle without holding the handlebars is very dangerous. It is an action that we’d never recommend as riding safety should always be your top priority.

Neiman Marcus Limited Edition Fighter

8. The world’s most expensive motorcycle costs $11 million! 

Most of us would think of brands like Harley Davidson, Ducati or BMW when thinking of luxury motorcycles. But do you know the world’s most expensive bike was manufactured by a company that designs high-end fashion?

Yes, the Neiman Marcus Limited edition Fighter, holds the title for most expensive motorcycle ever sold. Believe it or not, it was auctioned for a whopping $11 million in 2012!

9. The most popular motorcycle companies also manufactures other kinds of products

Did you know that most of the popular motorcycle manufacturers we know, produce so much more than just motorcycles? For example:

• Kawasaki also manufactures space rockets, ships, trains, personal water crafts, jet engines, electronics, helicopters, equipment tractors, and even missiles.
• Suzuki presently makes wheelchairs, cars, and marine engines.
• Yamaha started as a piano manufacturer. It still makes musical instruments today, besides other products like golf carts, car engines, industrial robots, boats, electronics, and wheelchairs.

Keanu Reeves and Gard Hollinger with a motorcycles they designed together

10. Keanu Reeves has his own motorcycle manufacturing company

Lastly, do you know which Hollywood celeb designs and makes his own motorcycles?

The Matrix star, Keanu Reeves, was a motorcycle enthusiast before he rode them in movies. After surviving a motorcycle accident in the ‘80s, mixed with his deep passion for motorcycles, he founded his own motorcycle company; Arch Motorcycle Company in 2011.

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Motorcycle Helmet Buyer's Guide 
A comprehensive guide on buying your first (or next) motorcycle helmet.

Unsure What to Look for
When Shopping For A New Helmet?

You're in the right place.

Our motorcycle helmet guide will help you find the right lid for your head shape, riding style, and budget.

Why We Created This Guide

Helmets protect your head from the elements and, as will happen from time to time, asphalt too. They’re a seemingly simple thing, but like all things touched by the march of progress, there’s much more to a good helmet than what meets the eye.

We have been reviewing motorcycle helmets for over 20 years and are the most reliable source of unbiased advice. When our team tests a helmet, we beat wear it, ride in it, and beat it up for up to six weeks to understand how it performs in the real world. Then we tell you what we think, the good and the bad, so you can make better buying decisions.

To create this motorcycle helmet buyers guide, we sat down and asked ourselves: what makes a helmet "good", what makes one "great", and what are the most important things to look for when buying a new helmet? Answering those questions and providing a list of recommendations took plenty of research, referencing, and collaboration. We connected with major brands, motorcycle experts and, of course, our comprehensive library of motorcycle helmet reviews.

What Does a Helmet
Do, Anyway?

Hype and fancy integrations aside, a helmet's primary job is protecting your head.

The first thing to buy when you’re planning on riding a motorcycle for the first time is your helmet. At least, that’s what you do if you’re smart.

A helmet will do more than protect your noggin (though a good helmet will do a good job of that). It will also protect you from wind, rain, snow, road debris, and noise pollution; prevent you from getting ear aches; heck, modern helmets stream music, GPS, and smartphone integration.

At its most basic, a helmet is essentially three components: a hard outer layer (called the shell), a soft inner layer (usually made of expanded polystyrene or polypropylene), and some kind of mechanism to keep the whole thing strapped to your head.

Most modern helmets made today provide superior protection compared to helmets from 10+ years ago. Many advancements have occurred in recent years that have made helmets lighter, safer, and more feature-rich. Advanced materials, such as carbon fiber, improved face shield optics, and new safety mechanisms (such as MIPS, multidirectional impact protection system) that take full advantage of computer-assisted design, provide wearers with more convenience, comfort, and protection than ever.

What to Consider When Shopping Helmets

Price

While price shouldn’t be the primary factor that dictates your helmet purchase, it’s rare that we are afforded the luxury of shopping unrestricted by budget.

The price of a helmet is influenced by several things, such as the materials used, technology integrated, certifications, and brand. There are some other intangibles as well; Arai helmets, for example, are all handmade and their premium over segment-comparable helmets reflects that.

Entry-Level Helmets

If you’re just getting into riding, budget $300 for your helmet. You don't have to spend $300 to get a good helmet, but you will find great helmets in and around that price point.

Price points climb when you get into more highly-engineered/specc'd out helmets, helmets made with advanced materials (such as carbon fiber), or helmets that come with a lot of integrated technology. A racing helmet made of carbon fiber, while being much lighter than a traditional helmet, will have a price tag to match the "exotic" materials used.

 

Mid Range & Premium Helmets

$500 - $750 gets you into premium helmet territory, where helmets offer great sound management, airflow, comfort, and protection. You will find excellent helmets here with built-in functions, including photochromic visors, integrated intercoms, integrated sun visors, and more.

Once you're into the four-figure territory, you're looking at the best of what you can buy right now. Handmade, made with carbon fiber, application-specific, limited colorways, etc.

We recommend that you avoid purchasing a high-end helmet until you've gotten a better sense of how you like to ride and what style of helmet you like. If you're just getting into riding, investing in expensive gear and losing interest is frustrating. And really, the difference between a $500 helmet and a $1,000 one is not twice as good or twice the helmet.

A good rule of thumb to follow is to spend enough to protect your head, but not so much that you need to pull back from other gear. We’re advocates for riding ATGATT.

Safety

The first and foremost purpose of your helmet is to protect your head in the event of an accident. If there is one area that you should not compromise on, it’s safety. You want a quality helmet that will provide you with the protection you need.

At a minimum, your helmet must pass local regulations. In North America, that’s the DOT – Department of Transportation. In the EU, it’s ECE – Economic Commission for Europe. Helmets that have DOT/ECE approval are safe and road legal. However, if you want to ensure your helmet provides maximum protection, you will also want to look for SNELL or SHARP certification.

Note szmost DOT or ECE-approved helmets are not actually tested prior to certification. The helmets are built to specific standards outlined by DOT or ECE, but are not actually required to be tested to prove their compliance.

If you want proof in the pudding, you need to look at third-party helmet safety standards.

Third-Party Helmet Standards & Testing Programs

SNELL is a non-profit, independent organization that is more thorough and rigorous in its testing compared to DOT standards. Helmets that receive SNELL certification have proven themselves to withstand impact and fit tests; however, SNELL certification often adds somewhat to the price of a helmet.

SHARP is a British government helmet safety program that hands-on tests and evaluates helmet impact resistance and other aspects of rider protection.

See also: the differences between DOT, ECE, and SNELL.

Fit & Safety

Fit is one of the most important aspects of how equipped your helmet is to protect you. A helmet that fits poorly may fall off in an impact or compromise its ability to transfer forces effectively.

To be clear, a DOT/ECE approved helmet that fits well is a safe helmet to wear and ride in. A guide to helmet fit is a bit further down in this page!

Fit & Comfort

How a helmet fits is critical for its ability to protect you. A helmet that fits well not only provides maximum protection for its wearer, but also allows for a more enjoyable ride. You’ll be amazed and how long you can hit the back roads with a great-fitting helmet.

What Influences How Well a Helmet Fits?

Size – If you’re unsure of how to determine your size, go here.

Materials – Foam comes in many different densities, as do most materials used a helmet/helmet-liner.

Your head shape – Let’s face it: we don’t all have the same head shape. Some helmets work better with certain shapes. We discuss this further below.

Customization – Many helmets come with pads/inserts/removable sections that can greatly alter how a helmet fits.

Weight – Riders should place more emphasis on the weight of their helmet. The lighter the helmet, the less energy it transfers upon impact. Plus, a lightweight helmet is much more enjoyable and comfortable to wear for long periods.

We consider helmets that weigh under 3.25 lbs / 1.47 kg "light", 3.25 - 4lbs / 1.47 - 1.8 kg "average", over 4 lbs / 1.8 kg to be "heavy".

See also: helmet size chart.

Type

Helmets come in many shapes and sizes, categorized by their defining style or use. We break down the differences between the helmet types in way more detail below.

Common Motorcycle Helmet Types

Full face – This type of helmet provides the most protection. As its name implies, it covers most (if not all) of your face.

Open face – This type of helmet does not have a chin guard, leaving the face exposed.

Modular – A combination between an open and full face helmet, a modular helmet allows you to remove or flip up the lower section of the helmet.

Off-road / motocross – These helmets typically feature sun visors, extra chin protection, and additional venting. However, many also come without a visor and can be worn with goggles.

Half – Offering the least protection compared to other helmet types, a half helmet covers the top portion of the head and leaves the rest exposed.

Dual-sport – Dual-sport helmets can be worn on or off-road. Many feature integrated sun visors, removable face shields, and other features that make switching them up between on and off-road riding easy.

Full-Face Helmets

The best all-around helmet type you can buy. A full-face is always an appropriate helmet to wear.

Strengths

• Maximum protection from wind, bugs, and road debris

• Quieter than other helmet types

• Needed for on-track racing

• More bang for your buck compared to modular helmets

Cons

• Not as open as other helmet types

• Not as easy to doff/don as a modular or open face helmet

 

Modular (Flip-Up) Helmets

Riders that want the convenience that comes with an open face helmet, but also want the protection and comfort offered by a full-face.

Strengths

• Many of the same safety and hazard protections that come with a full-face helmet

• Flip-up the chinbar for that open road feeling

• Available at a variety of price points

Cons

• Hinge mechanism introduces additional weight and complexity

• While safer than open face or half helmets, the chinbar isn't as securely attached as a full-face helmet and it isn't as safe as one either.

• Can be more expensive than full-face helmets for comparablef eatures

Dual-Sport Helmets

Riders that intend to spend equal amounts of time on and off-road. If you’re riding a dual-sport bike, a dual-sport helmet is likely a great match .

Strengths

• Lighter than comparable full-face or modular helmets

• Visor is often removable, making the helmet suitable for wearing with goggles

• Many come with sun-peaks

• Excellent airflow/venting

Cons

• Not quite a full-face, and not quite an open-face helmet either...

• Removing visors from some can be finnicky.

 

Open-Face Helmets

If your riding is spent behind a large windscreen or on a machine with fairings, you'll love an open-face helmet. Lacking a chinbar, open-face lids don't offer as much protection as full-face or modular helmets do, but their airflow can't be topped!

Strengths

• Lightweight compred to other helmet types

• Generally more affordable

• Excellent airflow/venting

Cons

• Not as protective as helmets with a chinbar

• Not all open-face lids come with a visor

 

Half Helmets

If you want the wind against your face while you ride, a half helmet is perfect for you. They allow you to really enjoy that open-road feeling and the freedom associated of riding your machine.

As good as a half helmet is at making you feel free and connected to the road, it is also the least protective type of helmet out there.

Strengths

• Generally the lightest lids out there

• Comfortable and with excellent airflow

• Easier to way for long rides

Cons

• The least protection of any helmet (your face and the side of your head is more or less unprotected

 

A Properly Fitting Helmet Provides Superior Protection

(& Feels Better to Wear)

One of the most common questions new riders ask when buying a new helmet is “what makes a helmet comfortable to wear?”. This is a good question because the answer is very personalized; there is no “one-size-fits-all” approach to helmets. There are two reasons for this: your head shape and the helmet liner.

In order for a helmet to provide maximum protection, it is essential that it fits you properly. This means a snug, secure fit that provides maximum coverage in the event of a crash.

The ideal helmet will be both secure and comfortable. In order to accomplish this, it’s important that you choose the appropriate helmet for your head shape.

Why Your Head Shape Matters

Your head shape, along with your jawline, plays a significant factor in helmet comfort. While everyone’s head is shaped a little differently, there are roughly three predominant shapes:

Long Oval – Head shape is longer from forehead to back of skull vs. ear to ear.

Intermediate Oval – The most common head shape. The front-to-back measurement is slightly longer than ear-to-ear.

Round Oval – Both front-to-back/ear-to-ear measurements are nearly the same.

This doesn’t mean that there will be a helmet for each head shape; in fact, motorcycle helmet manufacturers seem to have been converging towards a “neutral” intermediate oval over the last few years.

Determining Your Head Shape & Helmet Size

Helmet Interior & Helmet Liner

This is a multifactorial element to consider: the material that makes up the motorcycle helmet’s liner should feel comfortable against the skin; the internal padding of the helmet should act as a comfortable cushion between the head and the helmet internals; the liner shape should perfectly match your head shape. The perfect helmet would be so comfortable that the rider would forget that it’s there.

Most helmets allow for their liners to be removed and washed, which you should do periodically (when it smells, it's time for a wash).

 

Recommended Motorcycle Helmets

Our recommended helmets for each type.

Best Dual Sport Helmets for 2022

 

Best Full Face Helmets for 2022

 

Best Modular Helmets for 2022

 

Best Open Face Helmets for 2022

 

Article credits: webbikeworld

Group Riding Best Practices For Enjoyable and Safe Experience

For some, group riding is a quintessential part of the motorcycling experience, a rolling social gathering that happens as naturally as a family party. It’s a fun way to keep a group together when traveling, and modern communication technology has only made it easier. Yet even seasoned riders, if they spend most of their time solo or don’t know the others in the group well, can feel a bit unsure about the rules, expectations and etiquette of group riding. So to help you navigate the dos and don’ts of riding in a group and become the person everyone likes to ride with, we’ve put together this handy primer.

The Basics

Staggered formation. You’ve probably noticed how groups of riders space themselves out within their lane; we call this “staggered formation.” The purpose is pretty simple: it allows each rider a clear view ahead, along with space to the side for any quick or sudden maneuvering in the case of road hazards like potholes, rocks, critters, debris, etc. The leader is typically in the left portion of the lane, rider No. 2 is in the right portion, rider No. 3 in the left and so on. The Motorcycle Safety Foundation recommends spacing yourself so that there is a two-second gap between you and the rider directly in front of you (see graphic below). As speeds increase, that means a longer distance, and at slow speeds (especially in heavy traffic areas) that means closing ranks and tightening up the formation.

Who rides where? Put an experienced, responsible rider in the lead position. The leader should obviously know the route you’re taking. The least experienced rider in the group goes next, in the No. 2 position behind and to the right of the leader. The last position, also called the “sweep,” should be another highly experienced rider. The sweeper should carry a first aid kit and tools, and should also know the route in case the group gets separated.

Group size. Try to keep your group manageable — between five and seven riders is a good size. If necessary, break up large groups into smaller ones. 

Lane changes. Good leaders will be watching their mirrors, and will wait until there is a large enough space for the whole group to move over. Sometimes that’s just not possible, in which case the riders make individual lane changes, returning to their positions within the new lane. Maintain your speed when changing lanes! Remember that there are riders behind you who need to move over as well.

Communication. This is especially important in a group. The leader will often activate his or her turn signals early; following riders should also use their signals, essentially passing the message back. Some groups also like to use hand signals for upcoming turns: left arm straight out to the side for a left turn, left arm raised at a 90-degree angle for a right turn. There are a few other “universal” hand signals in the moto world: extending a hand down and opening and closing your fist tells another rider their turn signal is still on, and sticking a foot or hand out indicates a hazard in the road on either the left or right side. Below is a chart from the Motorcycle Safety Foundation showing some other common hand signals. Each group has their own way of communicating, so don’t be afraid to ask before you leave!

Curves. When the road gets twisty, throw the staggered formation out the window. Forming a single file line gives you the space you need to lean and adjust your line if necessary. Remember this might also mean giving the rider ahead of you some extra space. 

Passing. Never blindly follow riders ahead of you when they pull out to pass a car. Move over to the left portion of the lane and wait until you have a clear view of the road ahead. That may mean waiting until the rider in front of you is safely back in the lane ahead of the vehicle you’re passing. Then check your mirror to make sure another speed demon isn’t trying to make the pass from behind you.

Being passed. Being passed by a single vehicle is easy: just let them go. There may be times when the vehicle doesn’t have the room to get around the whole group in one go. Don’t take offense, even if they’re obviously just being impatient. Open up a space and let them back in. There’s no sense in riding too close and putting yourself and the rest of your group in danger. 

But what if it’s another group of riders passing yours? Well, first off get in the habit of watching your mirrors (see Advanced Course below). That way you won’t be startled when riders start blasting past you. As the sweep rider, if you see another group approaching from behind, move to the right and wave them past. This lets them know that a) you see them, and b) you’re going to maintain your position to the right to safely allow them to pass. As a mid-pack or lead rider, keep an eye on your mirrors. If the headlight of the bike behind you moves to the right, look for passing riders and move right as well, waving them by. This can take time as the second group filters past, but just hold your right-side line and give your fellow riders a wave as they move on.

Staying together and on-track. Each group has its own procedure for this, and it’s something that should be discussed before you leave. Some groups prefer to stay in a pack at all times, with the leader pulling over immediately if you get separated, for example at a red light. Others, especially on long trips or when riding off-road, use the buddy system or back-marker technique. When approaching a turn or confusing intersection, check your mirrors. If you don’t see the rider behind you, pull over and wait. Basically you’re making sure that each turn is marked, and the sweep rider can pick up any stragglers.

Advanced Course

Now that you’ve got the basics down, let’s talk about being a better group rider. Instead of blindly following the tail of the rider in front of you like a bored packhorse, being aware and proactive will make you a more proficient, safer rider with whom others want to ride!

Awareness. This is something you should be practicing anytime you’re on the bike, not just in a group. You’re always scanning ahead, checking your mirrors and watching the patterns of other drivers, right? Don’t get lazy just because you’re surrounded by your “pack!” Watch your leader. If your group is stuck behind a slow-moving vehicle and the leader starts to peer around them, you can guess that a pass is imminent. Be ready to change lanes or pass quickly, safely and efficiently, keeping the whole group moving. If you’re on a multi-lane highway, the sweep rider could move over early and “set a pick” for the riders ahead, keeping the lane open for them to easily slide over.

Look farther than 20 feet ahead of you. See that “stale” green traffic light that could be getting ready to turn yellow? Be prepared for the rider in front of you to hit the brakes if the light changes. See the guy in the SUV in the next lane over, slowing down and looking over his shoulder? He likely wants to change lanes — keep an eye on him, and consider slowing to let him in, especially if your group is a large one.

Go with the flow. Group riding rules are not always black and white. For example, on long highway stretches it’s common for the group to spread out as everyone finds their own pace. Just be sure that you follow your group’s established procedure for back marking at turns. In areas of heavy traffic and slow speeds, try to keep your formation tight. Don’t be “that rider,” who dawdles and allows large gaps to form between you and the rider(s) ahead, then bolts through yellow lights at the last second, leaving those behind high and dry or forced to attempt to make the light. If your group hits some twisties and you find that you can’t keep up, don’t worry, just ride at your own pace. Wave the rider(s) behind you past if they want to go faster; at minimum, the sweep rider will stay with you and the rest of the group will wait for you to catch up ahead. This is part of the fun of group riding: you know your “pack” will take care of you.

Try to be consistent. It’s a lot easier to ride with people who are predictable. Hold your line, be smooth and steady with your speed and pay attention to your surroundings. Your fellow riders will thank you!

Final Exam

No, there isn’t actually a final exam, but I do want to leave you with this parting advice, and it’s the most important: ride your own ride.

Ultimately, we are all responsible for ourselves and only ourselves. Even though you’re in a group of other riders, you alone are in control of your bike and are therefore on a solo ride. If the group is doing stuff that makes you uncomfortable, don’t do it. Ride your own pace, don’t run the red light even though the two riders ahead of you did, and if you need to take a break, signal to your group and pull over. And don’t attempt an unsafe pass — your group won’t leave you behind.

Article credits: ridermagazine

Most riders position their mirrors to provide the same rearward view, resulting in a duplicated image and a much narrower overall view. By angling mirrors outward, the rider can expand and optimize the rearward view while still seeing everything behind. (Illustration by Kimberly Chapman)

You wouldn’t ride with a blindfold on. Nor would you ride with blinders to obscure your peripheral vision (like horses wear). Yet, many riders keep their right and left mirrors adjusted in a way that provides the narrowest view (including an excellent view of their elbows). 

Next time you hop aboard your bike, and before you pull away, take a careful look into each mirror. What do you see? Is the view in the left mirror virtually the same as the view in the right mirror? How much of the scene behind you can you see in both mirrors? If the scene is largely duplicated by each, try angling both mirrors outward to expand the width of your overall view. The ideal adjustment allows you to see a vehicle directly behind in either mirror but with minimal overlap of that image. You should have a distinctly different view to the outside of the mirror now as well. The left mirror should reveal more of the space adjacent to your bike on the left (where cars pass), and the right mirror should expand the view of the space to the right of your bike (where merging vehicles appear from), significantly expanding your total rearward view. 

While we’re talking mirrors, it’s a good time to consider what other drivers see. Car drivers have a rearview mirror mounted on the windshield that provides exactly what the name suggests: a rear view. Cars also have two side-view mirrors mounted to the outside of the vehicle on the right and left side. Unfortunately, despite the name, those mirrors are typically adjusted inward to take in the same rearward view as the inside mirror. That means that vehicles—including our motorcycles—are easily obscured from the driver’s view. Be aware as you ride alongside other vehicles; if you can’t see their reflection in the mirror, they can’t see you! 

Article credits: ridermagazine

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The Harley-Davidson Pan America 1250 Special is Cycle World’s Best Adventure Bike for 2021. Jeff Allen

In its first year on the market, the Pan America 1250 Special took top honors. Jeff Allen

The Aprilia Tuono 660 is Cycle World’s Best Middleweight Streetbike for 2021. Jeff Allen

Performance and comfort puts Aprilia’s Tuono 660 at the head of the pack for 2021. Jeff Allen

The Ducati Superleggera V4 is Cycle World’s Best Superbike for 2021. Jeff Allen

A cool $100,00 is the price of admission for the Best Superbike for 2021. Jeff Allen

The Honda CRF300L is Cycle World’s Best Lightweight Streetbike for 2021. Jeff Allen

Honda’s CRF300L is an excellent value with commendable versatility. Jeff Allen

The 2022 Suzuki Hayabusa is Cycle World’s Best Open-Class Streetbike for 2021. Jeff Allen

Suzuki’s Hayabusa is a well-rounded cruise missile. Jeff Allen

The Yamaha WR450F is Cycle World’s Best Enduro/Dual Sport for 2021. Jeff Allen

Yamaha’s WR450F gives you near-motocross levels of power with off-road usability. Jeff Allen

The Triumph Trident 660 is Cycle World’s Best Standard for 2021. Jeff Allen

Triumph’s Trident 660 offers modern features, cool styling, and a wonderful triple powerplant for well below $9,000. Jeff Allen

The Harley-Davidson Heritage Classic 114 is Cycle World’s Best Cruiser for 2021. Jeff Allen

Harley’s Heritage Classic 114 wonderfully recalls The Motor Company's past while offering the performance of today’s H-D. Jeff Allen

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Passenger comfort has been increased on the Gold Wing for 2021. Jeff Allen

The Kawasaki KX450 is Cycle World’s Best Motocrosser for 2021. Jeff Allen

For the third year in a row, Kawasaki’s KX450 has taken top honors in the motocross segment of CW’s Ten Best. Jeff Allen

HONDA ADV350 (2022 - on) Review

Highlights

• New 330cc scooter from Honda
• Goes and handles like a motorcycle
• Generously equipped

At a glance

Overall rating

Author: Michael Neeves

Rating:  4 out of 5 (4/5)

 

Honda struck gold when they released the X-ADV in 2017. Half scooter, half adventure bike, it may not have captured the imagination of riders in the UK, but for the rest of the world, especially Europe, where scooter culture a much bigger part of everyday life, they’ve flown out of showrooms.

Not only did they sell nearly 44,000 of them up to the end of 2021, but it was also Honda’s best-selling bike of that year, too. So, it makes sense that they’d produce a smaller, more affordable version: the ADV350.  

The new twist-and-go makes perfect sense for commuters who want a bit more poke and flexibility than a 125. Not only will the ADV350 ping to motorway speeds as quick as you’d naturally accelerate on a motorcycle and do over 95mph, it has genuine big-bike handling, braking power and road presence.

 

 

Whether or not an adventure-styled mid-sized scooter that can handle a spot of light off-road floats your boat, one thing’s for sure: the ADV350 is an impressive machine in its own right.

It feels every inch a well sorted – albeit sometimes firm, motorcycle with strong performance and solid, reassuring handling, but it also enjoys all the benefits of being an easy to live with twist-and-go-too.

It’s smooth, simple to ride, comfortable and with superb fuel economy and lots of storage, it’s practical, too. Best of all it’s cheaper than its premium brand rivals, despite its superb build quality and generous equipment level.  

 

 

 

Ride quality & brakes

4 out of 5 (4/5)

 

What really separates the ADV350 from your average scooter is the way it’s screwed together and how it holds the road. This is no flimsy, built down to a price runabout.

 

It’s solid, well finished (it comes in red, silver and black) and doesn’t crash, bang and fold itself in half when you show it a small bump. Granted the ride can be firm over rough roads – the payoff for being able to handle the dirt, but thanks to its lightweight tubular steel frame and proper forks, the Honda is stable, confident in corners and its Metzelers have lots of wet and dry grip.

 

 

Honda’s Rome-based R&D department have been unapologetically bold with the adventure styling, too. It’s a physically large and substantial machine, but at the same time light, agile and manageable to ride.

 

Its demeanor also serves to keep you safe - it looks so much like motorcycle at a glance, you don’t get bullied by traffic, like you do on a conventional scooter. It’s comfortable, too, but with such tall bodywork in front of the seat it’s not as easy to swing your leg over as a regular 'step through'.

 

 

The action of the manually adjustable screen is simple, too. In its high position (it has a 133mm range) it’s great for keeping rain off around town and in the lower, more raked positions there’s minimal buffeting for motorway riding. It’s actually quieter the lion’s share of 'proper' adventure bikes.

 

 

Engine

5 out of 5 (5/5)

 

Powered by the same 29bhp, 330cc single cylinder engine you’ll find in Honda’s maxi scooter-style Forza 350 and pizza delivery-shaped SH350i, the ADV350 is smooth, quiet and friendly.

 

Spritely performance has more in common with a big cube maxi-scooter than an oversized 125 and it’s smoother at low speed than its bigger 750cc parallel twin cylinder sister, simply because it has a proper ‘elastic band’ scooter CVT gearbox, rather than the X-ADV’s jerky DCT.

 

Honda claims 83mpg, which adds up to a 213 range from its 11.7-litre fuel tank.

 

 

 

Reliability & build quality

5 out of 5 (5/5)

 

Although it’s a new model, you can use Honda’s X-ADV and 300/350cc scooter range as a gauge to any reliability issues… and there aren’t any. Fit and finish are excellent, too.

 

 

 

Value vs rivals

4 out of 5 (4/5)

 

It isn’t cheap, but when you look at the level of spec and performance you get for the money, the asking price becomes more agreeable.

 

 

The ADV350 doesn’t have any direct rivals, but it’s cheaper than the Suzuki Burgman 400, Yamaha’s XMAX 300 and even the Kymco XCITING S 400.

 

You can find cheaper mid-size scoots from the less premium manufacturers, but they won’t have the Honda’s build quality, level of equipment or resale value.

 

 

Equipment

4 out of 5 (4/5)

 

Standard goodies include 37mm Showa upside down forks and twin piggyback shocks with dual rate springs, a Nissin front brake caliper, a four-way adjustable screen, hand guards, wide adventure style handlebars, LED lights, keyless ignition, two USB chargers, ABS and two-stage (including 'off') torque control.

 

It has small scooter-sized (15in front, 14in rear) aluminium cross-spoke wheels, but they’re shod with top notch Metzeler Karoo Street dual purpose rubber…just in case you need to ride across a field on your way to work.

 

 

 

48 litres of underseat storage (with a removable separator plate) is enough for a full-size helmet and a smaller scooter-style lid. It also has a 2.5 litre glove box.

 

Multi-function LCD dash, controlled by left switchgear has smart phone voice control for calls, navigation, music and texts via Honda’s RoadSync app.

 

Accessories include a 50-litre top box that works with the keyless system, a rear rack, heated grips, a U lock and bike cover

 

 

 

Model history & versions

Model history

• 2022: Honda ADV350 introduced

Other version

• There are no other versions of the Honda ADV350.

 

 

Article Credits: motorcyclenews

 

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The internal code names reveal that these will be 750cc–1,000cc street models.

Given the gap in its range and the reveal of new documents, it’s likely Yamaha will be rolling out a new R9 model very soon (MT-09 SP shown).Yamaha

There are clear signs the MT-09’s 889cc triple will form the basis for two new sport models.Yamaha

A next-generation, redesigned Niken with the updated 889cc CP3 engine will likely be one of those models (current model shown).Yamaha

Trademarks for the R9 name have already been filed around the world, and with the CP3 engine and Deltabox frame in use on the XSR900 (shown), a faired R9 seems like a given.Yamaha

The other gap in the lineup would be a retro-styled 1000. Perhaps we’ll see a naked XSR1000 based on the MT-10 at some point?Yamaha

LIQUI MOLY Becomes Lubricant Partner of MXGP

Many of you have already known Liqui Moly for being the exclusive lubricant supplier to Moto2 and Moto3 teams since 2015. All teams of these classes use our Motorbike 4T Synth 5W-40 Race.

Targeting the off-road sector, we are proud to announce that we will also take on the role of exclusive lubricant partner for the FIM Motocross World Championship (MXGP) series, as well as for the FIM Motocross of Nations (MXoN), and the FIM Snowcross World Championship (SNX). As the title sponsor for all MXGP races in Germany, we will provide the series with technical support.

Liqui Moly is not only reliable on the racetrack, but also off-road! 

For more information: https://bit.ly/LMxMXGP

Liqui Moly Authorised Service Partner Workshop Location (Motorcycle) - Click Here!

Click on the link above to find the location closest to you!

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For us, one of the best aspects of the Italjet stand at this years EICMA was the stripped-down Dragster displayed on a ramp which you could move up and down and take a close look at exactly how the Dragster is designed & engineered.

Italjet Singapore exclusive distributor: Scooter Narcotics

109 Kaki Bukit Ave 1, Singapore 415989
Tel: +65 9009 2371

If you've missed our initial article on the Italjet Dragster, more details on specs, arrival in Singapore, and how you can purchase your very own piece of art:

Not many manufacturers, especially scooter manufacturers, would ever dare display their bikes naked at a show, as typically, all the ugly bits or design shortcuts are hidden underneath the panels.

When you get the chance to see the Dragster exposed like this, you realise what makes it unique and why the Dragster is in a different league than any other scooter ever made. It would seem that Massimo Tartarini, the designer of the Dragster and President of the company, has put just as much effort into designing the bits you wouldn't usually see as he did the sculptured outer panels.

Every little detail is placed perfectly and with careful thought, even down to things like the ABS pump, wiring and fuel tank.  

Italjet are famous for their frame design, The trellis frame on the Dragster looks impressive with or without the panels, but when stripped down, you can really appreciate its modular nature and see the various pieces that fit together to form the core on which the Dragster is built.

One thing people need to understand about the Dragster is this is not simply a product Italjet want to release to make money, but it has real passion behind it. Italjet wants to show the world what they can do and how they refuse to conform to the normal, and the new Dragster couldn't be any further away from normal. 

Massimo commented in a recent interview that he is not interested in creating a sensible commuter vehicle; instead, Italjet has a key focus on high-end machines that break the mould and stick the middle finger up to practicality. 

The Dragster appeals to those who have an eye for design and appreciate engineering its fair to say the level of detail on the Dragster is easily on par with the likes of MV Augusta or Ducati, You could even argue it's in some ways better. Taking this into account, the Dragster is exceptionally good value for money. Some people have said it's a bit expensive for a scooter, but the Dragster is so much more than a scooter. Its automotive artwork driven by a true passion for innovation and design.

These days we find many manufacturers sharing components, copying other people's designs or simply rebadging otherwise identical vehicles. So it's a real breath of fresh air to see a new scooter that is entirely bespoke, except for the Piaggio engine that powers the new Dragster.

The original Dragster was considered by many as one of the best scooters ever made. Well, it's back and ready to take its throne back. To me, it also signifies one final hurrah before we are all forced to go electric. 

Long live the King!

Excerpt from Bobby Becks.

When Honda first teased the bike – that eventually came to be known as the CB200X – everyone one, including me, got a little too excited hoping for an entry-level adventure bike. However, that is not what this is as it is a CB after all and not a CRF or NX. While Honda’s CB range is quite extensive, they are mostly meant for the road. However, this one has a little X in its name and let me tell you what that’s all about.

Honda CB200X: design

The X, in this case, has resulted in some big cosmetic changes. Firstly, they’ve added a semi-fairing that looks the part and the front end borrows heavily from the CB500X, with sharp lines and long shrouds on both sides. The 200X also gets a windscreen that looks nice and does a fairly decent job of wind protection while giving the motorcycle a taller stance.

More ADV-like touches come in the form of knuckle guards that have the LED turn indicators neatly integrated – something you find in exotic ADVs like the Ducati Multistradas. Honda has also made sure the fairing flows nicely with the fuel tank and that has resulted in changes to the outside of the 12-litre tank. This CB also has a redesigned belly pan, but it is made of plastic and is purely a cosmetic element. From the rear, the bike looks identical to the Hornet 2.0 with the unique X-shaped LED tail-light.

Honda CB200X: features

Sadly, there haven’t been any additions to the features list and the bike still uses the simple digital display that’s missing Bluetooth connectivity. Like on the Hornet 2.0, this negative LCD display has five levels to adjust brightness, two trip meters, a battery voltage meter and a gear-position indicator. The hazard light switch is quite useful, to be sure, but it turns off when you switch the ignition off. The CB200X is also missing features like a USB charging socket or a more practical touring-style grab rail with easy luggage mount points.

Honda CB200X: handling and ride

The handlebar has been raised 61mm and brought closer to the rider by 50mm. The seat is about 23mm longer and padded differently to aid comfort – it sits slightly higher at 810mm as a result. The foot peg placement wasn’t too aggressive on the Hornet 2.0, which is why it works in this format. I quite like the upright riding position and feel it works rather well with the easy-going nature of this bike. The taller handlebar results in the front-end feeling slightly less connected, but it is a small price to pay for the added comfort that comes with this riding position. The bike also sifts through traffic well and doesn’t feel big or cumbersome.

The CB200X is 5kg heavier than the Hornet, but at 147kg, it is still very light and hasn’t lost its agility. The block-pattern tyres will probably help to an extent on rough terrain, but the grippier Maxxis tyres that the Hornet comes with would have been better. With 167mm ground clearance, the CB200X can definitely do some mild off-roading, but to the same extent as the Hornet as the suspension and wheel sizes remain unchanged. However, if you plan on taking it off-road a lot, it’d be best if you remove the main stand as it hangs a bit too low.

The ride quality is similar to the Hornet’s and is set-up slightly firmer than most sub-Rs 2 lakh Hondas. The front does have some give, but the rear could have been slightly softer in this application. Slowing this bike down does require a good pull at the brake lever but it gets the job done. The X gets single-channel ABS, like the Hornet, but a switchable system would have been nice at this price point. However, this does mean that you can slide around the rear wheel for fun.

Honda CB200X: engine and gearbox

As for the engine, it’s the same air-cooled, two-valve unit as the one on the Hornet 2.0. We had the opportunity to test that bike a few months ago and it took 14 seconds to get to 100kph – not a class-leading number – but it isn’t bad. Given that this is the same bike underneath, albeit slightly heavier, we can expect similar performance.

The 200 in the name is a bit misleading because this is still a 184.4cc motor. Nevertheless, this engine sounds refined at idle, but a bit stressed as you get higher in the rev range. That being said, the vibrations are well isolated and you get hints of them through the foot pegs near the redline. Like on the Hornet, the CB200X’s punchy low and mid-range is enjoyable. Despite missing a six-speed gearbox, it does around 95kph without feeling like it’s working too hard, but anything above 110kph is when it starts to struggle.

It may look like a long-distance tourer, but like its naked sibling, the city is where this powertrain excels. The engine is tractable and lets you carry very low speeds than you are used to, in higher gears. Pair that to the light clutch and you have a really good motorcycle to take on traffic.

Honda CB200X: should you buy one?

The Honda CB200X is now available at motorcycle dealers here in Singapore, though no word from official Honda distributor Boon Siew Honda yet. We suspect being an India domestic model, the CB200X will not be something we see being sold through the authorised channels. Initially sensing in the market, with COE at an almost all-time high of S$9,601, there is quite a premium placed on the Honda CB200X hovering at around S$16,000-S$18,000 on the road. While that is quite a gap for similar equipment, it does buy you additional road presence thanks to design elements like the proportionate fairing, the windscreen and the neat knuckle guards. You are also seated in a more upright and comfy manner and that certainly has its advantages as well. Ultimately, these are the reasons to consider buying this motorcycle.

Honda CB200X Review:

The recently announced agreement between Taiwan's largest motorbike brand KYMCO and American motorcycle maker Harley-Davidson on the development of electric motorcycles will create a mutually beneficial partnership, KYMCO Chairman Allen Ko (柯勝峰) said Thursday.

"As the car and motorcycle industry faces a critical turning point, this first-of-its-kind partnership in the business of motorcycles will create a new dimension in the electric motorcycle market," Ko said at a press conference in Taipei.

KYMCO Singapore authorised distributor: Motorsport Pte Ltd

KYMCO Singapore
Blk 3006 Ubi Road 1, #01-350, Singapore 408700
Tel: +65 6281 9778

On Dec. 13, Harley-Davidson announced a plan to list its electric motorcycle division LiveWire on the New York Stock Exchange through a special purpose acquisition company (SPAC), with KYMCO and Harley-Davidson each investing US$100 million under their agreement.

"LiveWire's mission is to be the most desirable electric motorcycle brand in the world," said Harley-Davidson Chairman and Acting CEO Jochen Zeitz in a pre-recorded video shown at the Taipei press event.

It is a historic milestone for LiveWire because it will become the first publicly traded electric vehicle (EV) motorcycle company in the United States, Zeitz said.

Once the transaction is finalized, Ko said, KYMCO is expected to own a 4 percent stake in LiveWire and play a role as a strategic partner. Harley-Davidson will hold 74 percent of the shares once LiveWire is listed, it said.

Ko said KYMCO and Harley-Davidson can tap into each other's very different resources and strengths to build a shared EV platform through LiveWire, creating synergies for both enterprises.

According to Ko, KYMCO and Harley-Davidson both have strong influence in the market despite their different brand positions, regional strengths, products, distribution and research and development.

These differences will enable the two companies to build an optimal EV platform, as they work together to develop different products for their own brands, while sharing their at-scale manufacturing capabilities, Ko said.

For KYMCO, the partnership will help elevate the Taiwanese brand's image and exposure to a higher level, and create more possibilities for its own electric motorbike business, Ko said.

According to Harley-Davidson, the transaction is expected to close in the first half of 2022, but is subject to approval by shareholders of AEA-Bridges Impact Corp., the SPAC formed for the purposes of effecting mergers, share exchanges, asset acquisitions, share purchases, reorganizations or similar business combinations with target businesses.

First published on Focus Taiwan

Article credits: Motorcycle News

Who is the new Yamaha R7 for? You could say it’s for older riders who’ve ridden the tidal wave of sportsbike evolution, but want to get off, now that race reps have become too cramped, powerful and expensive. 

Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

If that’s the case, is a 72bhp parallel twin really going to cut the mustard on the road and track, or be enough for bragging rights down the pub?

Or will the R7 be for newer, younger sportsbike fans, who haven’t had anything made for them in donkey’s years, except for the long-in-the-tooth supersport bikes that now no longer exist for the road? 

But will it give them the kind of thrills we had back in the day when we discovered the joy of our first big bike? One thing’s for sure, they won’t mind that Yamaha has dug up the old R7 name, or remember it from the first time around, anyway.

In fact, the Yamaha R7 is for everyone and neatly proves you don’t always need lots of power and tech to enjoy yourself. 

Sporty, friendly and with a voracious appetite for corners, it’s the perfect machine for new riders to start their sportsbike journey when it’s full licence time. 

Its relative lack of straight-line performance and basic spec may put some off and the brakes could be better, but the R7 is all about the purity of riding while not scaring yourself silly. It’s well built, handsome and comfortable, but best of all affordable: half the price of an R1, twice as fun on the road.

Ride quality & brakes

The R7’s tubular steel frame is the same as the MT-07’s with more weight shifted to the front for extra feel tipping into corners. New ali side plates around the swingarm pivot to add rigidity.

KYB upside down forks are fully adjustable (rebound in right leg, compression in left) with a cast ali top yoke and forged ali bottom. They’re spaced 20mm wider than the MT-07’s and 5mm closer to the steering stem. Spring weight (18N/mm) is the same as the R6’s. Rake is steeper, from the MT-07’s 24.7 to° 23.5° (both run the same 90mm trail) and wheelbase reduced 5mm to 1395mm.

The shock is adjustable for preload and rebound damping (no compression) and fitted with a new rising rate linkage, lifting the rear for a sportier stance.

New four piston front brake calipers are now radially mounted with a 16mm Brembo master cylinder and ABS. Lightweight 10-spoke wheels, taken from the new MT-09 are shod with Bridgestone S22 sports rubber, 120/70 x 17 front and 190/55 x 17.

It’s 4kg heavier than the MT-07, thanks to its extra plastics and that’s despite a one-litre smaller fuel tank and 1.1kg lighter battery.

The R7 is comfortable…for a sportsbike. Clip-ons are still low to weight the front end and the pegs relatively high to keep them from grazing tarmac, but they’re nowhere near as extreme as a traditional race rep. Knees aren’t squashed, the seat is generously padded (and 15mm lower than the old R6 perch) and there’s decent wind protection. Even the mirrors work well.

Your view down to the cockpit is trademark ‘R’ and if it wasn’t for the fact the R7 feels so light (just 188kg fuelled and ready to go) and nimble, you could be fooled into thinking you were astride an R1 or R6. The top yoke mimics Yamaha’s superbike, you get a snazzy 4.5 colour dash and neat, simple switchgear.

Handling-wise the R7 comes from good stock. The MT-07 has always been nicely balanced, if a little bouncy at the limit, but with its beefed-up suspension, brakes, faster steering and fatter, stickier rubber the new Yam is so sure-footed and forgiving there isn’t much that’s going to get away from you on the road, if you know how to peddle. The R7’s superpower is corner speed – letting the brakes off, railing though at full lean and not having too much power to worry about the other side.

Yamaha have honed the R7 so well there’s very little to complain about, except the brakes. The hardware is all there: twin discs, powerful four-piston radial calipers and a Brembo master cylinder with a superbike-style adjustable front brake lever, but the way the Japanese firm set their ABS robs the set-up of feel. It’s not just the R7 that suffers from this, the all-singing R1’s brakes are just as remote and wooden at the lever.

On track the R7 initially feels flat, but bear with it, because the harder you push it the more exciting it becomes. Fit stickier rubber and with more grip than power (and even with its slightly soft rear shock spring), you need to be pushing incredibly hard to make a dent in its abilities. Best of all, without having big power to control you can take liberties with the throttle at big lean angles without worrying about launching yourself to moon.

Riding with other R7 gets laugh out loud emojis floating from your crash helmet, but here’s the thing: in the real world that’s going to be hard to do. At a trackday you’ll always be in with faster bikes, regardless of the group, resulting in the cat and mouse of your corner speed versus their top speed. Sometimes that would be fun, sometimes terrifying.

If trackdays, one day, had groups for these new generation middleweight twins that would be another (extremely entertaining) story and would see the class really take off. If you can’t wait for that Yamaha plan to run R7 Cup championships all over the world if you fancy bashing fairings with like-minded lunatics.

You'll be able to race your 2022 Yamaha R7 in the R7 Cup

Engine

Yamaha have left the MT-07’s four-valve 689cc parallel twin virtually untouched for its new life in the R7. It still makes 72bhp@8750rpm and 49ftlb of torque at 7750rpm and has a more direct throttle cam, but it slips through Euro5 thanks to new ECU and injection settings, tweaks to the intake ducts and exhaust. 

The six-speed gearbox remains, but now has an ‘Assist and Slipper’ clutch for a lighter lever action (by a third) and to prevent rear wheel hop into corners. Gearing is slightly taller with a one-tooth smaller rear sprocket (now 42) and combined with its superior aero Yamaha claims an 8% faster top whack than the MT-07. 

We’d expect to see around 130mph when we speed test it.

We reckon the 2022 Yamaha R7 top speed is around 130mph

Unlike a highly strung race rep, everything about the Yamaha easy. The gearbox and clutch are light, accurate and the motor’s power is delivered smoothly, even at low-rev town speeds. Its torque curve is so flat and controllable you certainly never miss not having traction control.

Being a Euro5-friendly parallel twin it’s exhaust note won’t go down as one of the greats, but on the flip side the 270-degree crank gives your ears a nice, dark V-twin-like warble to listen to when it’s working hard and is muted enough not to annoy the neighbours when it’s not. But stick a race pipe on it and you’ll be able to hear it in the next county.

If you’re used to something with a lot more power, the Yamaha will feel steady at first and lacks the insane, warp speed punch of a superbike or supersport weapon up top, but that would be missing the point and one of the reasons those monsters don’t sell anymore. The joy of riding the R7 comes from welding the throttle to the stop and not slowing down for corners. Think of it like the early 90s 250cc two-strokes and 400cc four-strokes we oldies grew up with or for the yoof: a sharper, moderately more powerful version of your A2 licence bike.

Ride the Yamaha with a bunch of mates on similar sized machines and suddenly sportsbikes become a riot on the road again.

Just like the MT-07 it’s based on the R7 punches well above its weight. Keep it singing and you quickly realise 72bhp is more than enough for the road and on track will easily wheelie off the clutch in second, especially with no electronics to get in the way of your fun. 

It’s easy to gather speed and keep up momentum, but everything happens more slowly than on a more powerful bike, so it’s never taking you for a ride or needs super-human levels of effort, skill and commitment to control.

Reliability & build quality

If it’s going to be anything like any of the three-generations of MT-07 that stretch back to 2014, which it is, the R7 will be mechanically bombproof. MCN’s owners’ reviews give nothing but glowing reports, aside from the occasional spot of rust on swingarm welds and durability of thin paint.

Watch out for thin paint and rust on swingarm welds

Value vs rivals

Yamaha aren’t the first to create a more real world sportsbike. Aprilia’s RS660 stole the headlines when it was released in 2020.

The Yamaha R7 has plenty of rivals in the real-world sportsbike class

As you’d expect from the company that brought you the RSV4 and Tuono V4 it’s a more serious take on the theme. The parallel twin is sharper and more powerful (99bhp) than the R7 and comes with fully adjustable suspension and superbike shaming electronics, but it’s also nearly two grand more expensive.

There’s also the inline four-cylinder Honda CBR650R and Kawasaki Ninja 650 twin, but neither have the unashamed sporty DNA of the Aprilia or Yamaha.

Equipment

If you’re used to the glitz of an all-singing sportsbike the R7’s modest level of chassis equipment won’t be as tempting as if it had shiny Öhlins, chunky Brembos and a raft of electronics. If it did the price would shoot up and defeat the point of what Yamaha is trying to do.

It may not have all the bells and whistles, but fit, finish and build quality are excellent for the money and looks every inch a mini-me YZR-M1 MotoGP bike with its tank gills, M-shaped central air scoop and slender, angular bodywork that’s slipperier than Yamaha’s R125, R3 and R1.

You also get ABS and 4.5in colour dash that contains info like speed, gear position and fuel gauge are nicely prominent, but they’re hard to read in direct sunlight.

Official Yamaha performance, touring and cosmetic goodies are available, as well as accessory packs, which you can view on their online configurator. Racers and serious trackday riders can also choose from a full range of tasty GYTR accessories as illustrated below.

Yamaha gives its top-tier hyper naked, the MT-10, a roster of upgrades for 2022, with engine and chassis refinements complemented by a range of revisions affecting everything from the bodywork to the electronics package. This streetbike will hit dealerships in Asia in 2022, though as of now there’s no indication when we’ll see the updated MT-10 over here in Singapore. We'll check in with local distributor Hong Leong Corporation and be sure to keep checking this space to find out!

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Yamaha's Singapore authorised distributor:

Hong Leong Corporation - Yamaha Motor Singapore
Address: 178 Paya Lebar Rd, Singapore 409030
Phone: 6749 0588

 WhatsApp to ENQUIRE now! Special price for SBF members! 

The 998cc CP4 engine is designed to meet Euro 5 regulations, but retains its spirit with a number of torque-enhancing upgrades. These include new offset steel con-rods, forged aluminum pistons, and direct-plated cylinders. Engineers also revised the fuel-injection settings to provide better torque between 4,000 rpm and 8,000 rpm. The exhaust setup is new too, with titanium downpipes and muffler.

Both the intake and exhaust systems have been designed to optimize the sound of the bike across the rev range. On the intake side, these revisions include a new air-cleaner box and intake ducts. The ducts are different lengths and each is calibrated to produce a different intake sound depending on engine speed. There are also new Acoustic Amplifier Grilles placed on either side of the fuel tank. These grilles amplify the sound of the bike, particularly for the rider. The exhaust is designed to provide a satisfying tone in the lower revs with the intake soundtrack taking over as the rpm rise.

The MT-10 features a new Accelerator Position Sensor Grip ride-by-wire system that pairs with the latest Yamaha Chip Controlled Throttle. The power delivery settings can be adjusted via four different power delivery modes, with PW-1 geared toward aggressive riding down to PW-4 which provides a more subdued throttle response for rides in slick or wet conditions.

For those who have a tough time keeping speeds down, Yamaha provides a new Variable Speed Limiter, allowing riders to set a top speed. The 2022 MT-10 will also come with a standard Quick Shift System and assist and slipper clutch.

The bike utilizes a YZF-R1-derived aluminum Deltabox frame suspended by a fully adjustable KYB fork and shock. Braking feel is improved thanks to a new Brembo radial master cylinder. This improvement complements the MT-10′s Brake Control system, which allows the rider to select between two modes in order to optimize pressure applied to the front and rear discs. Five-spoke aluminum wheels are wrapped in Bridgestone Battlax Hypersport S22 tires.

In the looks department, the MT-10 gets a thorough refresh. The bike is stripped down compared to last year’s model and gets a new look at the front thanks to new twin-eye, mono-focus LED headlights. The nose assembly is revised, and larger ducts flank the fuel tank. The LED taillight is smaller than before. The handlebar, footrests, and seat are also slightly revised to improve rider comfort in the saddle.

Electronics updates include a new six-axis IMU along with updated lean-sensitive traction control, slide control, lift control, and engine-brake management systems. Yamaha Ride Control is also optimized, providing riders four different modes to choose from. Ride and bike setting information is displayed on a new 4.2-inch color TFT instrument panel.

The new MT-10 will come in three different colorways in Europe: Cyan Storm, Tech Black, or Icon Blue.

Article credit: Motorcyclist Online