Motorsports Racing News & Blog Articles

What’s New
More aero and slipperier RC16-inspired bodyworkBetter ergos, bigger gas tankMore torque via Euro 5Modern electronics including Supermoto ABSBetter everysing!

We already loved the sporty, overachieving little RC 390, but word just in from Austria tells us we’re about to love it even more. Looks aren’t everything, but they’re a lot, and nearly every body panel has been redrawn to better resemble KTM’s MotoGP racer. Weren’t we just wishing for something other than orange the other day? Two new color schemes include a classic KTM blue/orange.

Lighter and Slipperier

Though the claim is that it’s lost a few pounds, the overall package is said to be a bit larger, for better aerodynamics. And those changes should result in more comfort and better ergonomics for the rider. The new bike is  narrower between the knees, where the shape is said to “allow for smoother, more intuitive rider movement, with the largest possible contact area.” The new fuel tank holds 3.6 gallons.

Now, we’ve got optimized wind and weather protection, along with inner and outer body panels that direct airflow away from the rider for better heat management: It’s also not a bad thing that the rear shock is no longer mere millimeters from the hot exhaust collector. Bringing up the rear, a shrunken tail section reveals more of the bike’s redesigned trellis (bolt-on) subframe. Overall, the steel trellis frame is said to be 3.3 pounds lighter than before and stronger, while new wheels lop off fully 7.5 lbs of spinning, unsprung mass.

Suspension

Speaking of which, a suspension upgrade takes the form of a 43mm inverted open-cartridge WP APEX fork up front, adjustable for compression damping on the left and rebound on the right; the single WP APEX rear shock absorber gives preload and five clicks of rebound adjustment.

Harley-Davidson sent out a press release making the bold claim that the Pan America 1250 Special is the best-selling adventure-touring motorcycle in North America. Unfortunately, the press release (included in full below) doesn’t provide any specific data to back up the claim.

This isn’t the first time Harley-Davidson has made such a claim. Jochen Zeitz, Harley-Davidson CEO, made a similar statement during the Q2 2021 earnings call on July 21, claiming the Pan America was “the number one selling adventure-touring model in the US in the month of May and June”. Today’s press release would suggest that the Pan America Special’s sales in July and August continued that momentum, with Zeitz claiming to have sold out the entire 2021 allocation.

But is it true? That’s hard to say for certain, but we’ll try our best to find out.

The best source of information that could confirm or disprove Harley’s claim is the Motorcycle Industry Council, a not-for-profit national trade association that represents manufacturers, retailers, distributors and other powersports-related businesses. Most of the major motorcycle manufacturers are members, and several have representatives on the MIC’s board of directors. The MIC compiles sales data from its members, so it would be able to tell if Harley-Davidson’s claims are true.

Unfortunately, though the MIC periodically releases some broad industry sales figures, it keeps more specific data a closely guarded secret. If we were given access to those figures, we’d also be honor-bound not to share it with the public. The MIC can’t help us find out if the Pan America Special really is the top-selling ADV on the continent (and yes, the MIC does only cover the U.S., while Harley-Davidson’s claims include Canada. Harley-Davidson’s Canadian sales represent about 7% of its North American numbers, so for the purpose of this exercise, we’re mainly going to focus on U.S. figures).

Oh, look, there was a new Kawasaki KLR650 ten years ago, too. Okay, the big redesign was in 2008, but MO didn’t get around to testing one ’til ten years ago. Anyway, they built the first one in 1987, which has to make the Killer one of the longest-running models in Kawasaki’s line-up, even if it was missing for a couple years. Kudos is one of our go-to words, and in this case it actually fits… Kudos, big K, on Donner, on Blitzen, on KLR.

What’s New
Aluminum rear carrier now standard equipment for all versionsRevised DCT settings to improve low-speed handlingNew adjustable windscreen for Adventure Sports modelBold New Graphics

Honda Europe announced some small, but useful updates to the Africa Twin and Africa Twin Adventure Sports. At the moment, American Honda has yet to confirm either CRF1100L model for 2022, but we suspect the updated Africa Twins will be announced soon.

The changes are small quality of life improvements that those who were holding off on purchasing a 2021 model will appreciate. At the same time, existing Africa Twin owners shouldn’t have too much regret about missing out on these changes.

The only exception would be those who bought the regular Africa Twin and paid extra for an accessory luggage rack. All 2022 Africa Twin models will now come standard with an aluminum luggage rack which was previously standard on Adventure Sports models (both DCT and non-DCT).

For 2022, Adventure Sports models receive a new adjustable screen that is 4.4 inches shorter than the previous version. According to Honda, the shorter screen offers improved visibility without sacrificing protection from wind and weather.

As motorcyclists, we are well aware of how important tires are. Our ride – even our survival – depends on just a few square inches of rubber. So, why is it that rarely does a week go by in which we don’t see a motorcycle out on the road with visibly under-inflated tires? These are tires that are way past the point of affecting handling and into the zone of being dangerous. Perhaps it’s because tire technology has advanced so much in recent decades that we take them for granted. It used to be that one of the easiest upgrades you could make to your bike – particularly for sport-focused riders – was getting rid of the OEM tires and spooning on some aftermarket rubber. Now, street tires can offer grip that would surprise racers from a decade ago while still delivering reasonable mileage. Additionally, less performance-oriented tires are now capable of considerably more wet-weather grip and durability, a real boon to commuters and touring riders.

However, tires still depend on the end user to attain maximum performance and durability while they sacrifice themselves for our riding pleasure. So, I reached out to representatives from Avon, Dunlop, Metzeler/Pirelli, and Michelin to find out what we need to do (and why) to get the most out of our motorcycle’s rubber.

The genesis of this article was a simple question from a forum that I frequent. Who knew that a single question could send me down a rabbit hole for months, but since the people that I was talking to were the technology-focused types behind the development of tires, I learned very quickly that the answer to my simple question leaned, in many ways, on an understanding of many interlinked factors. Naturally, the answers to a sport-focused question would have a sport-riding-centric answer, but there is still plenty to learn here for riders of other motorcycles.

The question that started this 5,500 word opus? “When sport riding, should street riders run the manufacturer’s suggested tire pressure or something slightly lower for better grip?”

Despite the best efforts of the Coronavirus Delta Variant, things are slowly starting to return to normal. Naturally, for those of us in the moto-biz, that means the manufacturers are starting to invite us to ride their newest machinery, rather than settling for a videoconference unveiling. Receiving the invitation from BMW to the R18B and R18 Transcontinental launch was enough to get my juices flowing because it’s been more than a decade since the last time I enjoyed Colorado on two wheels. When BMW sent a second email asking if I’d like to ride a bike home, I was stoked to have the opportunity to more fully test the BMW’s long-haul capability. No more work got done that day as I began to construct my route. If everything goes as planned, I’ve got 1,300 miles to build a close relationship with my borrowed steed.

My choice for the ride is the BMW R18B, because I prefer baggers to dressers, and since I’d be flying solo, I don’t need the additional storage capacity. For my color, I requested Galaxy Dust, because, well, who can resist that name? My route would be three days from Denver to Los Angeles. The first two days would be play days, consisting of roughly 500 miles in both Colorado and Utah. Day three will likely be an interstate slog from St. George, UT to LA, CA to get me back for work on Monday. Still, I’m feeling the familiar gravitational pull to extend my ride via a more scenic route on the final day, so who knows what will happen.

Since I’m bound by an embargo agreement that prevents me from commenting on the R18B’s performance until next week, you’ll have to sate your desire for information with daily reports from the road about…scenery, I guess. If you want to follow along with my ride, click the link below, and you should get a map showing my location, thanks to my Spot Tracker.

Track Evans’ BMW R18B tour from Denver to Los Angeles

Dear Brad (and Friends),

As you’ve clearly stated, you and your friends watch motorcycle roadracing and you’ve certainly seen at least one rider throw their leg out in the air when they hit the brakes. Apart from the crazy lean angles and scuffed up elbow sliders we’re seeing riders accomplish these days, the leg dangle might be the most dramatic evolution of riding styles since Kenny Roberts put his knee on the ground for the first time.

Kawasaki has released a video teasing a new retro model across its social media channels. The video shows two riders in open-faced helmets and offers just a glimpse of the bike’s mirror stalks, but we expect the mystery model to be a new Z650RS. As of this writing, the video has been posted to Kawasaki’s European, Australian and Canadian channels, among others, but not yet to its U.S. channels. Nevertheless, we expect the 2022 Kawasaki Z650RS to be coming to America as well.

How are we so confident that the teaser is for a Z650RS? For one, rumors of a retro version of the Z650 have floated around since Kawasaki introduced the Z900RS in 2017. The Z900RS was well received at the time, and it was soon followed up by the Z900RS Cafe variant. More recently, Kawasaki released a stunning Z900RS SE model for Europe, and the comments on our post were overwhelmingly positive. Giving the Z650 a “Retro Sport” treatment is a no-brainer.

Evidence that the Z650RS exists comes to us from Australia’s vehicle certification database. A search for the “Z650RS” name produces one result, the file for the Z650. This would only happen if “Z650RS” were mentioned somewhere in the file. While the contents of the file are not publicly available at the moment, Motorcycle.com can confirm that a new addition was recently added, with the Australian body issuing three approval documents since May 26.

And while Kawasaki Motors Corp., U.S.A., has yet to share the teaser, we do have evidence of a new model using Kawasaki’s 649cc Parallel-Twin engine. The California Air Resources Board released an executive order for 2022 for the engine, which powers the Ninja 650 and Z650. Alongside these two returning models, the executive order lists a new model code ER650MN.

Like most things in life, we can’t always have everything we want. The same principle holds true with motorcycle helmets. For ultimate protection, full-face helmets are the way to go. But sometimes the ease and convenience of an open-face is really hard to pass up. What’s a motorcyclist to do if he or she wants both? Thank goodness modular motorcycle helmets exist. Offering both full-face protection with open-face convenience, modular helmets are a compromise everyone can live with. Here, we’ve gathered some of the top modular motorcycle helmets available today from a variety of manufacturers.

Dear Catina,

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

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

Anyway, there are hundreds of possibilities, but here we scratch the surface with eight of the best motorcycle touring helmets we’ve either sampled, or that come highly recommended from trusted sources.

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

The longer you ride the more your seat matters – in both years ridden and distance traveled. Air bladders and rubber donuts and bead seats can take you so far; past there it might be time to bite the bullet and replace your factory seat with something upscale, something more befitting your two-wheeled station in life. Here’s a smattering of what are widely regarded as the best motorcycle seats on the market for a wide range of bikes, from Goldwing to sportbike, but be aware that people come in so many shapes and sizes, what’s right for one person may not be what’s best for you. Be sure to perform your due diligence as you figure out what the best motorcycle seat is for you, to keep you riding farther, longer, and happier.

Right, the MO staff has spent the last nine months exhaustively testing every chain lube on the market in all possible climatic conditions, over thousands of miles, to bring you this, the most authoritative work on motorcycle chain lubes ever assembled. Just kidding.

What kind of chain lube to use is right up there with what kind of oil. Earlier we learned that WD-40 is probably not the way to go, but you know we’ll get mail even about that. We also learned at the same time, that even though they’re sealed, O- and X-ring chains do still require lubrication to keep those seals pliable, so that they keep the internal lubrication inside and dirt and debris out. It’s all about the seals. Just make sure whatever you use says O-ring compatible. We can’t really tell you which lube is best, but we can tell you which lubricants lots of people swear by. In the end, it probably doesn’t matter which lube you use as long as you use lube.

(PS: We’re talking modern sealed chains, not the non O-ring type that people used to put on TZ250s and maybe still do on Moto3 motorcycles to “free up” horsepower.)

We don’t force you to read like those other print-only publications. Here at MO, we let you choose. We offer up our opinions both here and on the Youtubes. In the case of the 2021 Aprilia Tuono V4, I was able to score the Factory model for some extra testing which allowed more time to use the bike around town and the opportunity to weigh and dyno the machine before shooting the video below.

2021 Aprilia Tuono V4 Review – First Ride



I’ve owned a Tuono since 2016, and it was a purchase that I’ve never regretted, even now as it sits with electrical issues that I’ve neglected to take care of (it may have been my doing, we’ll know when I finally get someone more competent than I to check it out). The 2021 model is better in nearly every way, although mine has more of a raw bark to its exhaust note. That is likely due to the ever tightening squeeze that Euro 5 demands of new machines – which the Tuono has succumbed to. None of the thrill is lost though. The 1077cc 65-degree V-Four still packs a punch. 

We were hoping to learn more about Triumph‘s new Speed Triple 1200 RR after the British brand dropped a teaser for the faired roadster last week. Instead, we’ve received teaser images for a different new Triumph model we’ve been anticipating: the Triumph Tiger Sport 660.

Triumph sent us photos of a prototype Tiger Sport 660, the second model to make use of the platform introduced with the Trident. The Tiger Sport 660 will step into what Triumph calls the “middleweight adventure sports category”, a class that includes the likes of the Kawasaki Versys 650, Suzuki V-Strom 650, or the not-available-in-America Yamaha Tracer 7. Like these competitors, the Tiger Sport 660 is what we’d traditionally call a sport-tourer, but with some ADV influences. The Trident won our recent middleweight nakeds shootout, which means the Tiger Sport 660 may present a big threat to its competition.

Apart from the images and the model’s name, Triumph didn’t provide much information about the Tiger Sport 660, leaving us to closely examine the photographs for details.

The engine is a 660cc liquid-cooled DOHC Inline-Triple, similar to the motor in the Trident, which traces its lineage back to the 675cc engine of the 2007 Street Triple. On the Trident, the engine claims 80 hp at 10,250 rpm and 47.0 lb-ft. at 6,250 rpm, with 90% of the torque available at 3,600 rpm (we had it measured at 72.3 hp and 42.8 lb-ft. on the MotoGPWerks dyno). We don’t expect the Tiger Sport to veer too far from the roadster on this front. The Trident’s switchable ride modes and traction control system will likely return, while John Burns is hoping the Tiger Sport 660 will add cruise control.