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Five Takeaways from Harley-Davidsons Q4 2022 Results

Harley-Davidson presented its fourth quarter 2022 financial results, and the results were generally strong, but not without a few hiccups.

The quarter was strong, compared to the previous year, with revenues ($1.14 billion vs $1.02 billion), operating income (profit of $4 million vs loss of $7 million) diluted earnings per share ($0.28 versus $0.14) showing increases in 2022. For the year, Harley-Davidson reported revenues of $5.76 billion compared to $5.34 billion in 2021, and an operating income of $909 million compared to $823 million in the previous year.

Motorcycle shipments were up 18% in the quarter and up 3% on the year, in spite of a production stoppage in May caused by a regulatory compliance issue with brake lines from a third party supplier.

Harley-Davidson’s full fourth quarter results are available on its Investor Relations site, but there were some key takeaways from the company’s presentation that we found particularly interesting.

The LiveWire Group



2023 Harley-Davidson X350RA leaked rider academy motorcycle



MO Interview: MIPS CEO, Max Strandwitz

Little yellow dots emblazoned on the back of helmets have become more and more prevalent in the past few years. That dot, of course, means the helmet is equipped with a slip layer known as the Multi-directional Impact Protection System, or MIPS, as the brand is known. MIPS has more than doubled the number of brands it worked with just three years earlier, now partnering with 143 brands that span industries from motorsports and cycling, to snow sports and even construction. In motorsports, MIPS works with the following brands:

Everything You Wanted To Know About MIPS

509
Alpinestars
Answer
Arctiva
AVA
Bell
BMW
Fox
Icon
Just1
Kabuto
Klim
KTM
KYT
LS2
Moose Racing
MSR
O’Neal
Scott
Thor
Z1R

Here MIPS explains how its yellow low-friction layer works, allowing 10-15 mm of omnidirectional slip that’s said to help manage rotational energy.

During my time at MO, I’ve had the opportunity to use helmets with five different approaches to managing rotational energy. MIPS however, seems to be growing in popularity at an exponential rate in comparison to these other approaches. In hopes of learning why that was and what else the Swedish company has been up to in the past few years, I had the opportunity to sit down with Max Strandwitz, CEO of MIPS AB, for a quick interview after a MIPS Safety Symposium here in Southern California.

MIPS CEO, Max Strandwitz presenting to the crowd at Blackmore Ranch in Murrieta, CA.











Your 2023 Kawasaki H2 SX SE Has Arrived, Darling

Not sure how Kawasaki is calling this a “new model press release,” since the only thing new on our favorite surface-to-surface cruise missile is its Auto Hi-Beam (AHB) headlight. But in the hopes they’ll loan us one for a while, we’ll play along.

Really, we don’t know what else Kawasaki could’ve added anyway, since this Rivermarked flagship was already bristling with every armament in Kawasaki’s formidable arsenal. The original supercharged SX SE of 2018 easily became that year’s Best Sport Tourer (I gave it a 97.5 on the scorecard, probably my highest ranking ever).

And just last year, Kawasaki upgraded the ’22 bike with updated styling, more torque from the 998cc supercharged Four (even though it already made 89 lb-ft @ 8600 rpm at the wheel, and an easy 172 hp 1700 rpm later), Advanced Rider Assist System (ARAS) with Adaptive Cruise Control (ACC), Forward Collision Warning (FCW), and Blind Spot Detection (BSD)…

Also Kawasaki Electronically Controlled Suspension (KECS) with Skyhook technology, a 6.5-inch TFT screen, new Smartphone-based Infotainment app (SPIN), Tire Pressure Monitoring System (TPMS), Vehicle Hold Assist (VHA), and Kawasaki Intelligent Proximity Activation Start System(KIPASS) remote key fob. They even claimed to have made the ’22 more comfy, with wider seats for both rider and passenger.

What’s not to like? You’ll be excused for not liking that you can’t swing $28,000 for a motorcycle. But if you’re one of the chosen few who can, you won’t be the least bit disappointed.





































It’s Official: Kawasaki Announces The 2023 Ninja ZX-4RR KRT

One of the worst-kept secrets in motorcycling is now a secret no more: Kawasaki has announced the Ninja ZX-4RR KRT will be coming to the US in 2023, (hopefully) ushering in a revival of 400cc four-cylinder sportbikes that were all the rage in the 1990s. But unlike the current parallel-twin Ninja 400, which is essentially a budget bike dressed in sportbike clothes,  this newest model is worthy of the ZX prefix, as it boasts proper suspension, twin radial brakes, a full electronics suite, and chassis geometry inspired by its ZX-6R and ZX-10R siblings – oh, and let’s not forget – a compact four-banger that will rev to over 15,000 rpm! But more on all those things in a minute.

First, if you’re a longtime MO follower, this shouldn’t surprise you. Our resident sleuth, Dennis Chung, broke ground on this new bike over a year ago – in May of 2021, to be exact, when Kawasaki applied for a patent for an air duct to drive air around the radiator and header pipes to help cool the engine directly. Dennis followed that up in August of 2022 when Kawasaki filed VIN submissions for an upcoming ZX-4. However, in an effort to bring Dennis’ non-existent ego back to Earth, let’s nitpick one little thing: He got the number of Rs wrong (for the US at least – he still suspects a single R will come to other markets). The suffix should include two Rs, along with three more letters: KRT (Kawasaki Racing Team). This suffix matters because a double-R Kawasaki Ninja is meant to be a thoroughbred track weapon. 

Is it? On paper anyway, it sure seems so. Without further ado, let’s take a closer look at the long-anticipated Ninja ZX-4RR.

Engine

We can’t start anywhere else but the engine. As you know, it’s a 399cc, liquid-cooled inline-four with dual overhead cams. Bore and stroke measure 57.0 x 39.16mm, for an oversquare engine capable of such high rpm. The ECU is similar to the one on the Kawasaki Z H2, which allows for the use of Kawasaki’s latest electronics. Electronic Throttle Valves (ETV) with 34mm throttle bodies feed air and fuel to the engine and also facilitate the use of all the rider aids we’ve come to expect from today’s sportbikes, like traction control, power modes, and even the bi-directional quickshifter.















MO Interview: Royal Enfield Super Meteor 650 Designer Adrian Sellers

The man with overall responsibility for creating Royal Enfield’s first twin-cylinder modern-era cruiser is New Jersey native Adrian Sellers, 42, who after a four-year stint with Honda R&D in Italy and, before that, nine years at Yamaha’s Design Laboratory in Los Angeles, was appointed the Indian company’s Head of Custom and Motorsport in 2016, based at its UK Technology Centre at Bruntingthorpe. Let’s leave it to him to tell us how the ground-breaking Super Meteor 650 came about.

2023 Royal Enfield Super Meteor 650 Review

“In my previous roles I ended up doing a lot of research into the Custom scene, as part of keeping abreast of styling trends and so on. Custom has always been a very forward thinking arena for motorcycles – such bikes are pieces of artwork that you can do one-off crazy stuff with that wasn’t done before, which can then be brought into the mainstream. I became very interested in it as a function of research, and when I came to Royal Enfield, there was an opportunity to have a more direct participation in the segment. We began working on the Super Meteor pretty much as soon as I joined – it’s an all new platform for us, so yes, I guess you could say it’s the bike I was hired to produce.”

“When we created the 650 motor, we knew this was going to be a good basis for a lot of bikes, as with our Meteor 350 Single. And so even before I joined they had started to put together this multi-year, multi-model plan for the future, and that’s what we’re executing now – every one of these new twin-cylinder Royal Enfield models that are coming out now are part of that plan that was thought up over seven years ago. However, things happen during development, and so your plans may need to change in terms of the order in which each new variant is launched. Each model has its own unique set of challenges, and sometimes, one or more of them causes a delay. On this bike, we delayed it a bit just to get the finishes right, to make sure that our premium model really was going to be properly that. But there’s another motorcycle we’ll be announcing in due course that the Super Meteor overtook for that same reason – we’re very focused on getting each model just right before releasing it to the customer.”











Church of MO: 2003 Honda ST1300

1990 Honda ST1100 begat 2003 Honda ST1300, which begat 2014 Honda CTX1300… which at some point in the last few years seems to have gone, mercifully, the way of all flesh. Now if it’s a Honda sport tourer you crave, it’s the Gold Wing or, well, that’s about it. Anyway, the big 1261cc V-four ST1300 was quite the long-distance mile muncher 20 years ago. But I can’t remember the last time I’ve seen one in the wild. The good news is Yamaha is still manufacturing the motorcycle that showed the ST the exit – the FJR1300ES. Survival of the fittest, I suppose.

With special guest appearance by Lisa Delaney, as The Passenger.

More power, less weight, better handling. What’s not to Like? Don’t ask…

By John Burns Jun. 20, 2002
Torrance, California, June 20, 2002

Well, you didn’t really think the long-awaited ST1300 was going to suck or anything did you? Of course not. It’s a very nice motorcycle. Then again, there are parts of it which suck so why not begin with them? Really there’s only one part and that’s the windshield, but only if you go cheap and spring for the non-ABS, $12,999 version. It’s a package deal: With ABS ($14,499) you get the electric, adjustable screen; without ABS you get the sad-excuse other one.”Yo Bob,” I axed Honda tech Bob on the intro, “is this as low as this windshield goes?”

“Yep, that one is all the way low,” replies Bob.”

More Powah!

More Powah!
In this cut-away drawing you can see the throttle bodies, valves and other engine internals. You can't see the insides of the alternator in between the cylinders though. He's very shy.
Shut Up And Ride.

Looks like a 747 huh? The headlight adjuster is motorized, the LCD display next to the speedometer gives current fuel mileage, a fuel gauge, engine temp, air temp, time and, ah, other vital info.
Nice padded passenger grabbers incorporate bag release levers. Bungee even more bindles to the rack out back.
If your windshield's electric, it goes down this far. If it's not, it doesn't.
You can fit many things inside the two 35-liter saddlebags. Including illegal contraband such as this illegal-contraband filled helmet. Notice the pre-load adjuster and the centerstand-lifting-handle just in front of the bag.


Friday Forum Forage: 1998 Kawasaki ZX-11

My apologies for returning so quickly to ZXForums, when we were just here two weeks ago. But this one knocked my socks off. The Kawasaki ZX-11 may have had more impact on some of our formative years than any other motorcycle. And this 1998 D model for sale in northern Arkansas (there’re a couple of nice roads there) appears to have been preserved in amber, right down to its shiny stock dual exhausts.

Kawasaki began cranking these out in 1990. The ZX-10 had been ridiculous enough, but the 11 took things to a completely different level, with a top speed about 10 mph faster – somewhere above 170 mph. Why? Who knows, but all sorts of improbable things seemed like good ideas in the 1990s.

Part of that amazing speed was down to the ZX’s new ram-air system, which just sounds aeronautically exciting. A pair of tubes right behind those mesh grilles pressurized the carburetor float bowls to compensate for the mighty maw-fuls of air the scoops were shoving into the sealed airbox at speed. The result was almost a different quality of acceleration.






Yamaha MT-10 SP Project Bike – Update 1

It’s been about a month since we introduced Motorcycle.com’s 2022 Yamaha MT-10 SP semi-long-term project bike. In case you forgot the premise of this whole thing, Yamaha offered us the opportunity to hang on to an MT-10 SP for an extended period of time, and since I have a soft spot for the bike, I decided to give it some tasteful upgrades to address some key weaknesses while also unleashing some trapped potential. The point here is two-fold: first is to see what the bike could do with some simple upgrades. Second is to not break the bank while doing so because otherwise, you could easily go buy one of the European competitors that would probably still spank this MT, stock. 

In the past month I’ve installed the upgrades and even taken the trusty MT to the track and ridden it on the streets a little. Read on to get my take on each upgrade, ranging from ease of installation to real-world impressions.

Brakes

First up, the brakes. EBC was kind enough to send its HH sintered brake pads, which are its most aggressive. For only $80, it’s a huge value for dramatic braking performance, especially over the stock pads. Installation is super easy, too, as you just need to remove a clip, slide the old pads out, slide the new ones in, and reinstall the clip. It’s an easy five-minute job with big results. Of course, don’t forget to take some high-grit sandpaper or a Scotchbrite pad and wipe down the brake rotor before bedding in the new pads. This removes the old pad material and lets the new pads bite onto the disc. 

As for the results – well, let’s just say it reinforces what we say a lot here at MO: brake pads can transform a mediocre brake setup. The initial bite is immediately stronger than the stock pads, which is a big complaint with the soft standard pads. And thanks to that strong initial bite, the overall braking power feels more robust, too. The harder I pull the lever, the more eager the bike is to slow down. If I were to nitpick, I’d say the Brembo master cylinder is now the weak link, as there feels like a tiny bit of play in the lever, different from air in the lines. But overall, this upgrade is an absolute must for any MT owner, in my opinion. If you have the standard MT-10 and not the SP, I’d suggest changing the pads first, then replacing the rubber lines for steel.














2021 aprilia tuono v4 factory track prepped

Spidi 4 Season H2Out Evo Jacket Review

I feel like an impostor in this jacket, really. I only rode in it in the rain once, and only for about a half hour. I stayed warm and dry, but the temperature was only in the low 50s F. Plus, I was behind a nice big fairing. I really can’t speak to how it would work for you Duluthians and people who ride 80 miles to work all winter in freezing sleet on an ‘86 XR600; I can’t even relate. When I moved to SoCal, I laid down one of those Scarlett O’Hara dictums: I swear, as God is my witness, I’ll never be cold again!

Spidi 4 Season H2Out Evo Jacket
A tough nylon outer shell, a removable rainproof liner, and a thermal one add up to a jacket you can ride in year-round (depending on where you’re riding).
Aesthetics8.5/10Protection8/10Comfort9.25/10
Value7.5/10Weight9.5/10Innovation9/10
Quality9/10Options9/10Weather9.5/10
Desirability9/10Editor Score: 88.25 %
+ HighsOutstanding ventilation adjustment rangeLots of size adjustment for layering underneath or notGood arm and shoulder armor as delivered, and several more options available– SighsBack and chest protectors will run you a few dollars moreWouldn’t an external waterproof layer make more sense?A water bladder pocket somewhere would be nice…

I was wrong of course., I’ve been cold and wet plenty of times in California, but seldom really freezing cold, like this time. Spidi calls this H2Out Evo the 4 Season, and I can see it, just as long as that fourth season isn’t too extreme. It’s all possible through the miracle of layers. This jacket has three of them: a “high-tenacity Extra Tenax 3-layers nylon 6.6” outer layer, a removable breathable and waterproof “2°layer H2Out lining,” and another removable, 100-grams of puffy stuff per square-meter thermal lining for warmth.

The thermal liner looks almost like my expensive Patagonia puffer… too bad there’s no handwarmer pockets though.

Variable conditions

You can wear one or both liners inside the jacket, of course, as conditions dictate. When you’re not wearing the liners, it’s easy to stick one, but not both, into the big pocket at the lower back of the jacket. On cold wet days, it makes sense to just keep the thermal liner zipped onto your body and snap the rain liner into the jacket, which you can then whip on and off as a unit. 

The waterproof liner goes right beneath the outer shell, natch.










2023 Royal Enfield Super Meteor 650 Review – First Ride

Five years on from the 2018 launch of its first ever twin-cylinder models to be made in India, since when over 400,000 examples of the Interceptor 650 and Continental GT 650 have been sold around the world, Royal Enfield has now added the first of a much-anticipated series of spinoff models to its range.

Unveiled at last November’s EICMA Milan Show and already in production at RE’s Chennai plant for global deliveries to commence in March, the Super Meteor 650 is available in two versions targeting different slices of the middleweight cruiser market. Named after Royal Enfield’s first 100mph model launched back in 1955, a 700cc breakthrough bike marketed as a go-anywhere mile-eater which was available for the first time from any manufacturer with its own array of optional touring equipment, these are both powered by the same air/oil-cooled eight-valve 648cc parallel-twin engine with central chain-driven SOHC equipping the Interceptor and Continental GT.

Developed at Royal Enfield’s UK Technology Centre at Bruntingthorpe, the company’s first twin-cylinder engine for the modern era measures 78 x 67.8 mm and carries a single gear-driven counterbalancer to reduce vibration. The 270º crankshaft is a forged one-piece item for extra strength and durability, and it’s so over-engineered you can well imagine it was built for eventual use in larger capacity motors – only not just yet. The fuel-injected engine employing a Bosch ECU and a pair of 34mm Mikuni throttle bodies produces a claimed 46.33 bhp at 7,250 rpm at the crankshaft, so is A2 license compliant in Europe, while maximum torque of 38.57 ft-lb is delivered at 5,650 revs – 400 rpm higher than on the earlier 650 twins. However, RE’s Chief Engineer Paolo Brovedani states there are no mechanical changes to the engine in the new models, only that the Super Meteor’s airbox and exhausts are all-new, which coupled with revised mapping for the ECU delivers a Cruiser-friendly wider spread of torque, with 80% of that peak grunt already available at just 2,500 rpm.







































































Best Tents for Motorcycle Camping

What makes for a “best motorcycle tent”? Typically, it’s going to boil down to weight and size. The smaller you can pack down your tent, the more room you’ll have for necessary items like your Nanopresso espresso maker, or your high heels. Because backpacking and camping are such big business, motorcyclists can benefit from companies making lightweight, small camping setups, too. Here, we’ll take a look at a handful of options that stow well on a motorcycle and let you take your two-wheeled steed into the great outdoors for a night under the stars. 

Wolf Walker Waterproof Instant Motorcycle Tent

These are some of the only real “motorcycle” specific tents on the market. The Wolf Walker motorcycle tent features the same basic design as the Redverz and Lone Rider tents that made this style popular. The standout feature here is the “garage” for your motorcycle. Being able to pull your machine in at night offers a number of benefits ranging from keeping your ride out of the weather, to deterring theft.

The Wolf Walker tent uses a “Waterproof, rainproof, windproof, sunproof fabric, firm and durable” polyester construction and comes with aluminum tent poles. The tent is designed to sleep two people and one motorcycle and packs down to a claimed 24 x 11 x 6-inch storage bag. The Wolf Walker Waterproof Instant Motorcycle Tent is said to weigh 14.9 lbs. Another reason to consider the Wolf Walker tent is that you’ll save more than a few hundred dollars compared to competitors, but any tent of this style will pack down much larger than a traditional tent. If you’ve got the room and want your bike to be a bit more secure overnight, give ‘em a gander.

Kelty Late Start 2

I have two two-person tents that I’ve been using for moto-camping for years, one of them is a Kelty. Two-person tents work great for camping off of the motorcycle because they give you just enough space to sleep and lay out your gear, achieving a nice balance of utility and compact storage. 

There are plenty of great tent brands out there, and Kelty is one of them. We’re giving the nod to Kelty for its clever and intuitive design that makes setup super quick and easy, even if it’s your first time. The Late Start is actually available in one, two, and four-person sizes if you need more or less room. This tent features a polyester construction with a mesh top for excellent nighttime views but also comes with a rain fly for cold or wet camping. The Late Start uses two aluminum poles that help to make pitching your tent a breeze. Set up dimensions are 85” x 54” x 40” with 29.5 square feet of interior space and packed weight is approximately 4.5 pounds.





2023 Husqvarna Norden 901 Expedition Certified by EPA

When the Husqvarna Norden 901 entered the market for 2022, one of the first things we asked was when we would see a more adventure-focused version. That is, after all, the modus operandi for Husqvarna’s sister brand, KTM, which gave the 890 Adventure an upscaled R version.

We don’t have much longer to wait, as the U.S. Environmental Protection Agency has certified the 2023 Norden 901 alongside a new Norden 901 Expedition model.

While we haven’t heard any official word yet, the Husqvarna Norden 901 Expedition has been anything but a secret, with photos and even video of the bike popping up around the internet since Husqvarna’s dealer summit last July. We’ve embedded one video below, and members NordenForums.com have shared photos from the dealer meeting.

Based on the photos and other details shared on NordenForums.com, the Expedition will come standard with soft luggage, a touring windscreen, a heftier skid plate, heated seat and grips, center stand, GPS mount with a connectivity unit, and special graphics. The Norden 901’s WP APEX 43 fork will be replaced with longer-travel 48 mm XPLOR forks, though there was no mention of changes to the rear suspension. The Expedition will also come standard with the customizable Explorer ride mode which was offered as an optional accessory for the regular Norden 901.

Several members of the forum claim to have already put down deposits for a Norden 901 Expedition, with an expected U.S. MSRP of $15,799, or $1,300 more than a regular Norden 901. Members also report being told that official information will be released on Feb. 1. If that holds true, then we should have more details in a little more than a week.

What We Know About the 2023 Harley-Davidson X350 and X350RA

Harley-Davidson held its big 120th anniversary reveal last week, and for the most part, the announcement included the bikes we expected, such as the Nightster Special, and the return of the Breakout with a Milwaukee-Eight 117ci engine. What we also expected to come for 2023 but was not included in the announcement were the X350 and X350RA. Still, despite not being part of the big Jan. 18 announcement, we managed to get our hands on some information confirming more details of the Chinese-built models.

The X350 is the product of Harley-Davidson’s partnership with China’s Qianjiang Motors that was first announced in 2019. After some regulatory delays, the QJ-built X350 is finally close to production as a small-displacement model for Asian markets. The X350 and an X350RA variant appeared in Vehicle Information Number data submitted by QJ to the U.S. National Highway Traffic Safety Administration, and as we recently reported, Harley-Davidson included the X350RA in its 2023 model year VIN information.

Following the Jan. 18 announcement, Motorcycle.com has secured a copy of the X350RA’s official owner’s manual, plus a single image of the model, with clear proof it is intended for use for Harley-Davidson’s Riding Academy. We’ve also briefly got a look at the official parts catalog, confirming some of the differences between X350 and X350RA.


2023 Harley-Davidson X350RA leaked rider academy motorcycle


Church of MO: 2003 Best of the Best

Now we need a good reason and a Master Plan: 20 years ago we just needed three cool motorcycles and an open invitation to California Speedway (which I hear just hosted its last trackday. RIP.) Earlier we’d already deduced the Kawasaki ZX-6R was the best 600, the Suzuki GSX-R1000 was the best 1000, and the Aprilia Mille R was the best Twin (and the one you most wish you’d embezzled). So why not compare them all to each other? In the hands of non-professional riders, the results are sometimes surprising. Miss you, Dirty Sean. Hope you’re well in the Las Vegas bunker, Willie T!

Aprilia Mille R :: Kawasaki ZX-6R :: Suzuki GSX-R1000

By John Burns May. 19, 2003

What does racing teach us boys and girls? How about this: The squeaky wheel gets the grease. All the complaining Mat Mladin did for all those years about the unfairness of 750 fours having to compete against liter-size twin-cylinders paid off for the lad, big-time, when the AMA decided dang, maybe poor Mat’s right (of course I’m sure they’d deny Mladin’s comments had anything to do with it), and decided to let full-on thousand-cc fours into the hen house.

World Superbike changed its rules over the off season, too, but that august body handicaps 1000cc fours with 32.5mm intake restrictor plates.

“The Yanks are so stupid and wasteful,” our hero, Mat Mladin, thinks to himself, “leaving all this free toilet paper here for the taking…”

In AMA Superbike, Mr. GSX-R gets to keep all four 42mm cake holes wide open. You’re not allowed to fool with the stock crankshaft, though. Valves have to be the same material as stock, ie. steel, and cams can have no more lift than stock.

"The Yanks are so stupid and wasteful," our hero, Mat Mladin, thinks to himself, "leaving all this free toilet paper here for the taking..."

DOWN Simba!
Come to think of it, those external compression-stack deals on the Ohlins fork are new too.
Check the matching wardrobe...
The Bitter One himself, engaging in a secretive, pheromone-spewing MOian mating ritual.


Whiskey Tango bravely bends the beast in at 160-something.
There's no getting round the fact: Mrs. Miller is a tasty morsel
WT ran his personal best-of-day 1:43.2 on the ZX-6R, equalling JB's best on the GSX-R1000. Just goes to show you something or other

Nice details...
Hmmm, Sean went two-tenths quicker on the Kawasaki too -- but he put 5000 laps on it prior to his Big Race...
Y'know, if this were a street test that Aprilia would be your winner.

MO Tested: Arai Contour-X Review

For more than seven decades the Arai family has been producing premium handcrafted helmets in Japan. The Arai patriarch has been able to rest at ease knowing that they have, to the best of their ability, developed the safest helmets possible for their customers. While there have been plenty of changes over the years in terms of materials and other things, more philosophical viewpoints like the smooth, round R75 shell shape designed for glancing off of impacts have become mainstays of the brand.

Arai Contour-X
The Arai Contour-X is designed to fit into the line-up just below the Corsair-X as a sporty, touring or everyday lid that features unparalleled comfort and a number of other useful features.
Aesthetics9/10Protection9/10Comfort10/10
Value8.5/10Weight8/10Innovation8.5/10
Quality9/10Options8.5/10Weather9.5/10
Desirability9/10Editor Score: 89%
+ HighsUnrivaled comfortAerodynamicExcellent ventilation – SighsThe shield and locking mechanism can be finickyThe 3D logo vent seems counterintuitiveA larger chin curtain would help in less desirable conditions

The latest helmet to hit North American shores from the Japanese marque is the Arai Contour-X. This helmet fills a sport-touring and everyday use category for Arai, slotting in between the likes of the Corsair-X at the sportiest end of the spectrum and the Signet/Quantum and Regent-X at the other end. In other parts of the world, the Quantic – as it’s called in the EU – has been around since mid-2021.

Keeping the bad energy out

As mentioned before, the Arai shell shape has changed little over the years. There have been plenty of companies developing new ways to mitigate rotational energy transfers to the rider’s head, but Arai strongly believes its R75 shell shape provides a strong and smooth surface that is better at glancing off impacts. “At Arai, we believe more performance can be found in avoiding, rather than attempting to manage, impact energy,” explained Arai reps.

While the shell’s components are hand laid, the eye port and vents are laser-cut.

What has been under continuous development over the years are the materials used to build the helmets. This latest shell’s Peripherally Belted Complex Laminate Construction (PB-cLc2) is made up of more than 25 individual pieces and bound by Arai’s latest proprietary Z-Compound resin, which we’re told is both stronger and less expensive than what was previously used. Across the brow, which is traditionally the weakest point in a helmet, Arai has developed its own Superfabric (within its Formula One program, initially) to bolster the helmet’s construction.

CONTOUR-X-shell







arai contour-x review







CONTOUR-X-shell









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