advrider

Here’s a suggestion from FortNine that is sure to spark some back-and-forth: Along with the strength workouts for your shoulders and lower body that the YouTube channel previously recommended, we now see them with a personal trainer suggesting… yoga poses for life on the road. Now, it might not sound super-macho to be yoga-stretching your way through a dual sport camping trip. But I will say that one of the most experienced riders I ever met was a firm believer in doing just this. We had a yoga studio next to the office and he was always doing a lesson and getting limbered up, and he was also a firm believer in this sort of thing before long days in the saddle, or track-day sessions. If you’re around serious motorcyclists for long enough, you’ll almost always find someone else who does the same, although they’re usually an outlier. My own stiff-and-sore days in the saddle have mostly disappeared, and I’ve usually taken the approach that “The best way to get in shape for days in the saddle is to spend days in the saddle.” If you read this older thread on the forum, you’ll see other guys saying the same thing. But is it true? The reality is that you can target specific muscle groups that are problematic—in my case, my shoulders still feel stiff if I wear a moto-backpack all day. And off-the-bike training is something we can do even on days we can’t ride. So, train your muscles with strength conditioning on the days off, like FortNine’s first video, and then stretch your muscles for all-day usability on the days you’re actually riding? That seems to be what they’re trying to tell us. But what works for you? Vezi sursa

Here’s a suggestion from FortNine that is sure to spark some back-and-forth: Along with the strength workouts for your shoulders and lower body that the YouTube channel previously recommended, we now see them with a personal trainer suggesting… yoga poses for life on the road. Now, it might not sound super-macho to be yoga-stretching your way through a dual sport camping trip. But I will say that one of the most experienced riders I ever met was a firm believer in doing just this. We had a yoga studio next to the office and he was always doing a lesson and getting limbered up, and he was also a firm believer in this sort of thing before long days in the saddle, or track-day sessions. If you’re around serious motorcyclists for long enough, you’ll almost always find someone else who does the same, although they’re usually an outlier. My own stiff-and-sore days in the saddle have mostly disappeared, and I’ve usually taken the approach that “The best way to get in shape for days in the saddle is to spend days in the saddle.” If you read this older thread on the forum, you’ll see other guys saying the same thing. But is it true? The reality is that you can target specific muscle groups that are problematic—in my case, my shoulders still feel stiff if I wear a moto-backpack all day. And off-the-bike training is something we can do even on days we can’t ride. So, train your muscles with strength conditioning on the days off, like FortNine’s first video, and then stretch your muscles for all-day usability on the days you’re actually riding? That seems to be what they’re trying to tell us. But what works for you? Vezi sursa

This guest post was written by our long time inmate @Wes Mantooth. Read his previous article Death or Coffee?. Mood: “Living On a Thin Line” by The Kinks Fellow Inmates, “Wes Mantooth” joined the Asylum on May 24, 2005. Then a rising senior at the Wharton School of the University of Pennsylvania, my aspirations contrasted with my classmates’ quite professional intentions. I devoured Proficient Motorcycling, pondered the gyroscopic effect, and aced my Basic Riders Course (s/o Motorcycle Safety Foundation!). They interned at Goldman Sachs, learned to speculate, and gleefully rocked their first power suit/skirt. I dreamed of keeping down the front post-apex; they, of flipping billions. My focus was misplaced, perhaps, as more than a handful of my fellow Quakers now have enough offshored to purchase a Ducati V4 R, private lessons from Andrea Dovizioso, and the Mugello Circuit itself because (raises pinky, sips seal pup tea from ivory tusk cup) renting track time is for plebes. Whoops. But hey, spark one for many miles and countless smiles! A decade and a half on two wheels is worth a flog of the piñata accounting for the developmental curve of 20-something males. Early in my riding career, my decision-making on a bike mirrored a college freshfolk’s first 48 hours after tearful parental goodbyes. I rode as if unacquainted with consequence. Zero excuses. Indulge me as I (chronologically) deconstruct Earth’s four successful attempts at pulling me closer: Ride: 2006 Triumph Daytona 675 (See featured image above). Gear: Full-face helmet, leather jacket, summer gloves, Dainese jeans (Kevlar), Timberland boots Location: Mulholland Highway, Santa Monica Mountains, Southern California, U.S.A. Breakdown: Like many yutes, I confused riding fast with skillful riding (remember kids, you don’t have to be in a hurry to be on time!). Trailing a plodding but technically proficient middleweight naked, I decided to pass at the end of a downhill straight preceding a deceptively tricky uphill left-hander. The turn greeted Young ’Tooth with a generously sized gravel patch just as my compressing suspension asked more from the stock Pirelli Dragon Supercorsas. The alacrity and dispatch of my movement necessitated a deftness of touch to evade disaster. Alas, I was (am!) #NotRossi. I was wet behind the ears. Hello gravel, it’s not a pleasure. Bowels clench. Loss of traction, is that you? Evacuation. Good day, pavement! Splat! My bad on the mess. Outcome: Lowside; rashed right fairing; no significant injuries; change of the proverbial drawers required. Mulholland Highway Riding Boots Are For Suckers Ride: 2006 BMW R1200GS Gear: Full-face helmet, leather jacket, ADV gloves, fashion jeans, and Chucks Location: I-405N Exit 55B (Wilshire Blvd) off-ramp, Los Angeles, California, U.S.A. Breakdown: After evening revelry, the not-actually-exorbitant cost of a taxi was more than my gainfully employed self could fathom. It’s only a few exits on the 405, I remember thinking. My decision endangered myself and, potentially, others. Shameful. As it happened, I failed to negotiate the lazily increasing-radius off-ramp located less than a mile away from my then-GF’s spot. Outcome: Lowside; rashed right cylinder guard; rashed right ankle; rashed right foot; then-GF forced to scrub off and tweeze away bits of asphalt, dirt, and sock from karma’s hickies (laughable insurance meant a preventably high cost for an ER visit); then-girlfriend’s pristine bathroom redecorated with The ’Tooth’s blood . . . she remains a gem to this day. Riding Boots Are For Suckers Red Means Stop Ride: 2008 Ducati 848 Gear: Full-face helmet, leather jacket, summer gloves, fashion jeans, over-the-ankle boots Location: 15th and P. Streets, Washington D.C., U.S.A. Breakdown: A late-night ride pursuing l’appel du vide begat a missed red light and a meeting with a BMW 3-series. Time slowed to ¾ of however we normally perceive it as I Superman’d through the intersection. Hello, pavement, my old friend. Outcome: T-boned; murdered Duc; no significant injuries; $$ to fix the 3-series and $$$ to pay off the totalled 848; final “riding-like-a-bunghole” lesson learned. 15th and P. Streets, Washington D.C., U.S.A. Mud + Tourances = Ride: 2015 BMW R1200GS Gear: Chelsea FC shirt atop body armor, motocross gloves, ADV pants, SIDI Adventure boots Location: Unknown fire road, Chattahoochee National Forest, Georgia, U.S.A. Breakdown: Days after near-Biblical rainstorms, I deemed it wise to attack various dirt trails in the Appalachian Mountains . . . on Metzeler Tourances. While a capable all-around tire, they are not mudding’s huckleberry. At a reasonable clip, I approached what I believed to be a puddle. The Tourances met expectation. My riding ability (lack thereof?) could not make up the deficit. Outcome: Lowside; no damage to bike; Earth and right cylinder engage in battle with a severely sprained ankle as collateral damage. 2015 BMW R1200GS Escaping my first crash unscathed was a combination of luck and preparation. I rolled the dice by over-riding my abilities and I paid the accordant price. The correct gear limited the damage. Crash two? Because I decided to wear Chuck Taylors, imbibe, and not call a taxi, the injuries to my ankle and foot were preventable and wholly self-inflicted. Zero excuses. If I believed in miracles, that was crash three. I am without a clue as to how I survived, let alone walked away without a limp or a colostomy bag. With crashes two and three, I courted death and almost circled the bases. I’m just relieved nobody else was injured or worse because of my foolishness and disregard for others. As for crash four, had I not been wearing my SIDI Adventure boots, the Beemer’s right cylinder would have snapped my ankle. Say what you want about sprains vs. breaks, but a lifetime of basketball has my ankles malleable like Gumby. I’ll take a month walking like Fred Sanford over a hospital visit, a cast, and crutches any and all days. Before that ride, crashes one, two, and three crossed my mind; I dressed accordingly and saved myself some bone(headed) trauma. Simple enough, right? Humans are adaptable. In the early 1900s, motorcycle racing was a grisly affair. As a result, the Isle of Man TT made helmet-wearing compulsory in 1914. Today, this can happen and everybody walks away intact. We’ve long known that gearing up keeps you safer than not. How we protect ourselves and others changes with new information and new technologies. To aspiring or new riders questioning the cost and efficacy of full gear and needing further proof, I have always offered this advice: “Try sprinting as fast as you can and swan dive into the pavement.” Thus far, not one has obliged. Each time we ride, we never know. We mitigate the risk to ourselves, our passengers, and our fellow motorists with what we wear and how we ride. Just beneath, there is a simple truth that drives us: existence is better with, and on, a motorcycle. Selfishly, I want you all to maximize the number of potential days on which to spend a bike. Why is that selfish? Well, wherever I am, the sound of an approaching bike brings a smile to my face. My mind takes me back to age four and the potato-potato-potato of my neighbor’s rickety old Harley. I place myself in the shoes of whichever rider glides by and find a moment of happiness because I know that they’re feeling it, too. We dress for the crash so we can ride again. The following is not an indictment, rather a plea: given the times, I hope we follow our own advice. ATGATT. Vezi sursa

This guest post was written by our long time inmate @Wes Mantooth. Read his previous article Death or Coffee?. Mood: “Living On a Thin Line” by The Kinks Fellow Inmates, “Wes Mantooth” joined the Asylum on May 24, 2005. Then a rising senior at the Wharton School of the University of Pennsylvania, my aspirations contrasted with my classmates’ quite professional intentions. I devoured Proficient Motorcycling, pondered the gyroscopic effect, and aced my Basic Riders Course (s/o Motorcycle Safety Foundation!). They interned at Goldman Sachs, learned to speculate, and gleefully rocked their first power suit/skirt. I dreamed of keeping down the front post-apex; they, of flipping billions. My focus was misplaced, perhaps, as more than a handful of my fellow Quakers now have enough offshored to purchase a Ducati V4 R, private lessons from Andrea Dovizioso, and the Mugello Circuit itself because (raises pinky, sips seal pup tea from ivory tusk cup) renting track time is for plebes. Whoops. But hey, spark one for many miles and countless smiles! A decade and a half on two wheels is worth a flog of the piñata accounting for the developmental curve of 20-something males. Early in my riding career, my decision-making on a bike mirrored a college freshfolk’s first 48 hours after tearful parental goodbyes. I rode as if unacquainted with consequence. Zero excuses. Indulge me as I (chronologically) deconstruct Earth’s four successful attempts at pulling me closer: Ride: 2006 Triumph Daytona 675 (See featured image above). Gear: Full-face helmet, leather jacket, summer gloves, Dainese jeans (Kevlar), Timberland boots Location: Mulholland Highway, Santa Monica Mountains, Southern California, U.S.A. Breakdown: Like many yutes, I confused riding fast with skillful riding (remember kids, you don’t have to be in a hurry to be on time!). Trailing a plodding but technically proficient middleweight naked, I decided to pass at the end of a downhill straight preceding a deceptively tricky uphill left-hander. The turn greeted Young ’Tooth with a generously sized gravel patch just as my compressing suspension asked more from the stock Pirelli Dragon Supercorsas. The alacrity and dispatch of my movement necessitated a deftness of touch to evade disaster. Alas, I was (am!) #NotRossi. I was wet behind the ears. Hello gravel, it’s not a pleasure. Bowels clench. Loss of traction, is that you? Evacuation. Good day, pavement! Splat! My bad on the mess. Outcome: Lowside; rashed right fairing; no significant injuries; change of the proverbial drawers required. Mulholland Highway Riding Boots Are For Suckers Ride: 2006 BMW R1200GS Gear: Full-face helmet, leather jacket, ADV gloves, fashion jeans, and Chucks Location: I-405N Exit 55B (Wilshire Blvd) off-ramp, Los Angeles, California, U.S.A. Breakdown: After evening revelry, the not-actually-exorbitant cost of a taxi was more than my gainfully employed self could fathom. It’s only a few exits on the 405, I remember thinking. My decision endangered myself and, potentially, others. Shameful. As it happened, I failed to negotiate the lazily increasing-radius off-ramp located less than a mile away from my then-GF’s spot. Outcome: Lowside; rashed right cylinder guard; rashed right ankle; rashed right foot; then-GF forced to scrub off and tweeze away bits of asphalt, dirt, and sock from karma’s hickies (laughable insurance meant a preventably high cost for an ER visit); then-girlfriend’s pristine bathroom redecorated with The ’Tooth’s blood . . . she remains a gem to this day. Riding Boots Are For Suckers Red Means Stop Ride: 2008 Ducati 848 Gear: Full-face helmet, leather jacket, summer gloves, fashion jeans, over-the-ankle boots Location: 15th and P. Streets, Washington D.C., U.S.A. Breakdown: A late-night ride pursuing l’appel du vide begat a missed red light and a meeting with a BMW 3-series. Time slowed to ¾ of however we normally perceive it as I Superman’d through the intersection. Hello, pavement, my old friend. Outcome: T-boned; murdered Duc; no significant injuries; $$ to fix the 3-series and $$$ to pay off the totalled 848; final “riding-like-a-bunghole” lesson learned. 15th and P. Streets, Washington D.C., U.S.A. Mud + Tourances = Ride: 2015 BMW R1200GS Gear: Chelsea FC shirt atop body armor, motocross gloves, ADV pants, SIDI Adventure boots Location: Unknown fire road, Chattahoochee National Forest, Georgia, U.S.A. Breakdown: Days after near-Biblical rainstorms, I deemed it wise to attack various dirt trails in the Appalachian Mountains . . . on Metzeler Tourances. While a capable all-around tire, they are not mudding’s huckleberry. At a reasonable clip, I approached what I believed to be a puddle. The Tourances met expectation. My riding ability (lack thereof?) could not make up the deficit. Outcome: Lowside; no damage to bike; Earth and right cylinder engage in battle with a severely sprained ankle as collateral damage. 2015 BMW R1200GS Escaping my first crash unscathed was a combination of luck and preparation. I rolled the dice by over-riding my abilities and I paid the accordant price. The correct gear limited the damage. Crash two? Because I decided to wear Chuck Taylors, imbibe, and not call a taxi, the injuries to my ankle and foot were preventable and wholly self-inflicted. Zero excuses. If I believed in miracles, that was crash three. I am without a clue as to how I survived, let alone walked away without a limp or a colostomy bag. With crashes two and three, I courted death and almost circled the bases. I’m just relieved nobody else was injured or worse because of my foolishness and disregard for others. As for crash four, had I not been wearing my SIDI Adventure boots, the Beemer’s right cylinder would have snapped my ankle. Say what you want about sprains vs. breaks, but a lifetime of basketball has my ankles malleable like Gumby. I’ll take a month walking like Fred Sanford over a hospital visit, a cast, and crutches any and all days. Before that ride, crashes one, two, and three crossed my mind; I dressed accordingly and saved myself some bone(headed) trauma. Simple enough, right? Humans are adaptable. In the early 1900s, motorcycle racing was a grisly affair. As a result, the Isle of Man TT made helmet-wearing compulsory in 1914. Today, this can happen and everybody walks away intact. We’ve long known that gearing up keeps you safer than not. How we protect ourselves and others changes with new information and new technologies. To aspiring or new riders questioning the cost and efficacy of full gear and needing further proof, I have always offered this advice: “Try sprinting as fast as you can and swan dive into the pavement.” Thus far, not one has obliged. Each time we ride, we never know. We mitigate the risk to ourselves, our passengers, and our fellow motorists with what we wear and how we ride. Just beneath, there is a simple truth that drives us: existence is better with, and on, a motorcycle. Selfishly, I want you all to maximize the number of potential days on which to spend a bike. Why is that selfish? Well, wherever I am, the sound of an approaching bike brings a smile to my face. My mind takes me back to age four and the potato-potato-potato of my neighbor’s rickety old Harley. I place myself in the shoes of whichever rider glides by and find a moment of happiness because I know that they’re feeling it, too. We dress for the crash so we can ride again. The following is not an indictment, rather a plea: given the times, I hope we follow our own advice. ATGATT. Vezi sursa

Rising Dakar racing star Mason Klein may be leaving China-based KOVE racing team for Honda, according a post on his Facebook page. The post, seen below, states “I’m so excited to start my first race with @hondaracingbr let’s do this. Prologue starts today.” No other details were posted by Klein and so far, there’s been no comment publicly from Honda via their various news channels. Facebook/Meta The @hondaracingbr directs to the Instagram page for Honda Racing Brazil where Klein is listed as a Rally team member. A post on Klein’s Instagram page also has a still of the Honda 450RX cockpit with a short clip of the song “Let The Good Times Roll” by The Cars (traditionally a Kawasaki slogan…). Klein was a startling pick for KOVE’s 2024 Dakar racing effort, known as KORR, as they worked to improve on 2023’s result, which included a three-for-three finish for the KOVE 450cc rally bikes. But mishaps hampered the team’s 2024 effort and Klein was unable to finish after suffering a mechanical failure, possibly due to an impact with a rock into the gearshift/counter sprocket area of the motor. With little experience on the bike he was given, especially as it barely cleared customs in time for the race, he soldiered on anyway, but ultimately fell short while other KOVE riders also placed far out of the lead and one member suffered a minor injury. Klein getting some hangtime on his KOVE 450. Photo by KOVE/KORR KOVE’s owner, Zhang Xue, an experienced dirt rider himself, said after launching the company in 2021 that he wanted to win the prestigious desert race on his brand of motorcycle. He also works on the bikes during the Dakar race. The KOVE 450 machines are now sold in the U.S. in various trims, including an essentially turn-key desert racing version for $14,000. A street-legal dual-sport version retails for $9,299. In his Facebook post, Klein is shown standing next to a race-prepped Honda 450RX, and wearing a Fly Racing Honda jersey and Honda logo hat. To be clear, we have not heard any official word that Klein has left the KORR team for Honda, or if there is some special arrangement taking place between the companies, although that seems unlikely. We have reached out to both Honda and KOVE for more information. The story will be updated as we learn more. Vezi sursa

Rising Dakar racing star Mason Klein may be leaving China-based KOVE racing team for Honda, according a post on his Facebook page. The post, seen below, states “I’m so excited to start my first race with @hondaracingbr let’s do this. Prologue starts today.” No other details were posted by Klein and so far, there’s been no comment publicly from Honda via their various news channels. Facebook/Meta The @hondaracingbr directs to the Instagram page for Honda Racing Brazil where Klein is listed as a Rally team member. A post on Klein’s Instagram page also has a still of the Honda 450RX cockpit with a short clip of the song “Let The Good Times Roll” by The Cars (traditionally a Kawasaki slogan…). Klein was a startling pick for KOVE’s 2024 Dakar racing effort, known as KORR, as they worked to improve on 2023’s result, which included a three-for-three finish for the KOVE 450cc rally bikes. But mishaps hampered the team’s 2024 effort and Klein was unable to finish after suffering a mechanical failure, possibly due to an impact with a rock into the gearshift/counter sprocket area of the motor. With little experience on the bike he was given, especially as it barely cleared customs in time for the race, he soldiered on anyway, but ultimately fell short while other KOVE riders also placed far out of the lead and one member suffered a minor injury. Klein getting some hangtime on his KOVE 450. Photo by KOVE/KORR KOVE’s owner, Zhang Xue, an experienced dirt rider himself, said after launching the company in 2021 that he wanted to win the prestigious desert race on his brand of motorcycle. He also works on the bikes during the Dakar race. The KOVE 450 machines are now sold in the U.S. in various trims, including an essentially turn-key desert racing version for $14,000. A street-legal dual-sport version retails for $9,299. In his Facebook post, Klein is shown standing next to a race-prepped Honda 450RX, and wearing a Fly Racing Honda jersey and Honda logo hat. To be clear, we have not heard any official word that Klein has left the KORR team for Honda, or if there is some special arrangement taking place between the companies, although that seems unlikely. We have reached out to both Honda and KOVE for more information. The story will be updated as we learn more. Vezi sursa

Ural Motorcycles has been making basically the same machine for a long, long time, but in the past decade, the Russian-moved-to-Kazakhstan company (with its headquarters in the US PNW) has been modernizing its lineup with updates like EFI. Now, according to some cryptic lines in their latest PR email, it seems they’re working on upgrading their flat twin engine. The note is prefaced by an explanation that the company has been tied up with overhauling its business for the past couple of years; moving the factory to Kazakhstan was a major endeavor, no doubt! And then we get this: In cooperation with O.M.I. Srl an Italian engineering company and aRacer SpeedTek, a Taiwanese specialist in engine management systems, we started a big project to develop and implement some long overdue changes to our motorcycle. Please don’t get too excited just yet, the changes won’t come to live tomorrow. What could this mean? We’d guess an overhaul to the Ural engine’s top end, perhaps a turbo? O.M.I. Srl works with a lot of different technologies, including aerospace sector stuff, air compressors, aftercoolers, and lots more. Maybe we’ll get a bit more info with their next month’s email. Photo: Ural Demo days Ural has demo days coming up for the next three Saturdays in 2024: April 20, April 27, and May 4. Urals are not exactly common on the ground, so this is your chance to get some actual seat time on a machine if you want to ride one before putting money down! You can find a list of participating dealerships here. Vezi sursa

Ural Motorcycles has been making basically the same machine for a long, long time, but in the past decade, the Russian-moved-to-Kazakhstan company (with its headquarters in the US PNW) has been modernizing its lineup with updates like EFI. Now, according to some cryptic lines in their latest PR email, it seems they’re working on upgrading their flat twin engine. The note is prefaced by an explanation that the company has been tied up with overhauling its business for the past couple of years; moving the factory to Kazakhstan was a major endeavor, no doubt! And then we get this: In cooperation with O.M.I. Srl an Italian engineering company and aRacer SpeedTek, a Taiwanese specialist in engine management systems, we started a big project to develop and implement some long overdue changes to our motorcycle. Please don’t get too excited just yet, the changes won’t come to live tomorrow. What could this mean? We’d guess an overhaul to the Ural engine’s top end, perhaps a turbo? O.M.I. Srl works with a lot of different technologies, including aerospace sector stuff, air compressors, aftercoolers, and lots more. Maybe we’ll get a bit more info with their next month’s email. Photo: Ural Demo days Ural has demo days coming up for the next three Saturdays in 2024: April 20, April 27, and May 4. Urals are not exactly common on the ground, so this is your chance to get some actual seat time on a machine if you want to ride one before putting money down! You can find a list of participating dealerships here. Vezi sursa

In its report, Kawasaki says: “On certain eligible units, the spark plugs may have been damaged during the vehicle manufacturing process. It may result in unstable idle, hesitation and in the worst case, engine stalling.” Describing the safety risk, Kawasaki says: “There is a risk that the engine may stall due to the damaged spark plugs.” The motorcycles affected by this recall are as follows: 2023 Kawasaki Ninja® ZX-4RR KRT Edition 2024 Kawasaki Ninja® ZX™-4R ABS/140 2024 Kawasaki Ninja® ZX™-4RR 40th Anniversary Edition ABS 2024 Kawasaki Ninja® ZX™-4RR ABS 2024 Kawasaki Ninja® ZX™-4RR KRT Edition ABS The affected motorcycles were produced between October 4, 2023, and November 14, 2023. The affected machines fall within the following VIN ranges: VIN Range 1: Begin : ML5ZXCS11PDA00082 – Ends: ML5ZXCS10PDA01482 Not sequential VIN Range 2: Begin : ML5ZXCP15RDA09931 – Ends : ML5ZXCP16RDA14989 Not sequential VIN Range 3: Begin : ML5ZXCS10RDA09911 – Ends : ML5ZXCS10RDA14669 Not sequential VIN Range 4: Begin : ML5ZXCS11RDA09951 – Ends: ML5ZXCS13RDA13869 Not sequential VIN Range 5: Begin : ML5ZXCS17RDA09971 – Ends: ML5ZXCS1XRDA14209 Not sequential Supplier Identification: In this recall, Kawasaki supplied the spark plugs, but they were not defective. The plugs were broken during the installation process when the spark plug installation tool was tilted. Component Manufacturer Name: Kawasaki Motors Ltd. Address: 1-1, Kawasaki-cho Akashi, Hyogo Foreign States 673-8666 Country: Japa Kawasaki’s Remedy Owners should take their affected motorcycles to a dealer who will replace all four spark plugs at no cost. If the owner has already replaced the spark plugs on an affected motorcycle, they may be eligible for full or partial reimbursement by sending copies of the current owner and VIN information along with copies of repair orders and payment confirmation to the following address: Kawasaki Motors Corp., U.S.A. ATTN: Customer Care P.O. Box 25252 Santa Ana, California 92799-5252. Notification schedule Interestingly, in its Part 573 Safety Recall Report to NHTSA, Kawasaki did not provide any information on the dates when dealers and owners would be contacted. NHTSA has reminded Kawasaki that it must supply the dates, but as of the writing of this article, no dates have been recorded by NHTSA. Contacts In the interim, if you have an affected motorcycle, you may contact Kawasaki Motors Corp, USA, at +1 (949) 770-0400 and cite Recall MC27-04. Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), citing NHTSA Recall 24V-221, or go to www.nhtsa.gov. Vezi sursa

In its report, Kawasaki says: “On certain eligible units, the spark plugs may have been damaged during the vehicle manufacturing process. It may result in unstable idle, hesitation and in the worst case, engine stalling.” Describing the safety risk, Kawasaki says: “There is a risk that the engine may stall due to the damaged spark plugs.” The motorcycles affected by this recall are as follows: 2023 Kawasaki Ninja® ZX-4RR KRT Edition 2024 Kawasaki Ninja® ZX™-4R ABS/140 2024 Kawasaki Ninja® ZX™-4RR 40th Anniversary Edition ABS 2024 Kawasaki Ninja® ZX™-4RR ABS 2024 Kawasaki Ninja® ZX™-4RR KRT Edition ABS The affected motorcycles were produced between October 4, 2023, and November 14, 2023. The affected machines fall within the following VIN ranges: VIN Range 1: Begin : ML5ZXCS11PDA00082 – Ends: ML5ZXCS10PDA01482 Not sequential VIN Range 2: Begin : ML5ZXCP15RDA09931 – Ends : ML5ZXCP16RDA14989 Not sequential VIN Range 3: Begin : ML5ZXCS10RDA09911 – Ends : ML5ZXCS10RDA14669 Not sequential VIN Range 4: Begin : ML5ZXCS11RDA09951 – Ends: ML5ZXCS13RDA13869 Not sequential VIN Range 5: Begin : ML5ZXCS17RDA09971 – Ends: ML5ZXCS1XRDA14209 Not sequential Supplier Identification: In this recall, Kawasaki supplied the spark plugs, but they were not defective. The plugs were broken during the installation process when the spark plug installation tool was tilted. Component Manufacturer Name: Kawasaki Motors Ltd. Address: 1-1, Kawasaki-cho Akashi, Hyogo Foreign States 673-8666 Country: Japa Kawasaki’s Remedy Owners should take their affected motorcycles to a dealer who will replace all four spark plugs at no cost. If the owner has already replaced the spark plugs on an affected motorcycle, they may be eligible for full or partial reimbursement by sending copies of the current owner and VIN information along with copies of repair orders and payment confirmation to the following address: Kawasaki Motors Corp., U.S.A. ATTN: Customer Care P.O. Box 25252 Santa Ana, California 92799-5252. Notification schedule Interestingly, in its Part 573 Safety Recall Report to NHTSA, Kawasaki did not provide any information on the dates when dealers and owners would be contacted. NHTSA has reminded Kawasaki that it must supply the dates, but as of the writing of this article, no dates have been recorded by NHTSA. Contacts In the interim, if you have an affected motorcycle, you may contact Kawasaki Motors Corp, USA, at +1 (949) 770-0400 and cite Recall MC27-04. Owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 (TTY 1-800-424-9153), citing NHTSA Recall 24V-221, or go to www.nhtsa.gov. Vezi sursa

Back in 2020, Egle reviewed a Monimoto anti-theft tracker which consisted of a wireless tracking node and a fob the rider keeps in their pocket. If the bike moves when the fob isn’t nearby, an alarm rings on your phone and real-time GPS tracking begins via a proprietary app on your phone. Egle found it was very effective, even when traveling in South America: … with the price point of $229, I’d say it’s a worthy investment for your peace of mind – especially when you’re parking your motorcycle in the sketchier parts of Bogota or La Paz, or when there is only street parking available. Safe is always better than sorry! More recently, when the Monimoto 7 came out, the tracking capability got even better, with LTE Cat-M1 wireless connectivity—and battery life was also supposed to improve. And now, this lineup is updated again with the new Monimoto 9. The main difference is size; the Monimoto 7 had a 24-month battery life, but the 9 trades off a smaller size for shortened battery life of 12 months. Chances are, most of us can handle a once-a-year battery change, although if you’ve buried this tracker really deep into your motorcycle, it might be more of a hassle. But to that point—thanks to a new IP68 weatherproof rating, you can stash the tracker node under your skid plate or some other place that crooks aren’t likely to look. The company’ PR says “Monimoto 9 uses LTE-M (LTE-M CAT M1) networks and works globally. The device comes with an embedded eSIM card that covers most parts of the world, where 4G and 5G networks are available.” However, you should check before ordering, in case there’s some legal reason it won’t work in your area—reportedly, Canadians are unable to use this service, and that may be the case elsewhere as well. And obviously, if the service required 4G or 5G networks, it’s useless to you if you’re in the middle of empty wastelands… although bike theft does seem to be rare in the middle of the Sahara. Prices also differ depending on your market; Americans pay a $169 USD MSRP for their tracker, with two months of free service included. After that, your subscription costs $49 a year. For more info, head to Monimoto.com. Vezi sursa

Back in 2020, Egle reviewed a Monimoto anti-theft tracker which consisted of a wireless tracking node and a fob the rider keeps in their pocket. If the bike moves when the fob isn’t nearby, an alarm rings on your phone and real-time GPS tracking begins via a proprietary app on your phone. Egle found it was very effective, even when traveling in South America: … with the price point of $229, I’d say it’s a worthy investment for your peace of mind – especially when you’re parking your motorcycle in the sketchier parts of Bogota or La Paz, or when there is only street parking available. Safe is always better than sorry! More recently, when the Monimoto 7 came out, the tracking capability got even better, with LTE Cat-M1 wireless connectivity—and battery life was also supposed to improve. And now, this lineup is updated again with the new Monimoto 9. The main difference is size; the Monimoto 7 had a 24-month battery life, but the 9 trades off a smaller size for shortened battery life of 12 months. Chances are, most of us can handle a once-a-year battery change, although if you’ve buried this tracker really deep into your motorcycle, it might be more of a hassle. But to that point—thanks to a new IP68 weatherproof rating, you can stash the tracker node under your skid plate or some other place that crooks aren’t likely to look. The company’ PR says “Monimoto 9 uses LTE-M (LTE-M CAT M1) networks and works globally. The device comes with an embedded eSIM card that covers most parts of the world, where 4G and 5G networks are available.” However, you should check before ordering, in case there’s some legal reason it won’t work in your area—reportedly, Canadians are unable to use this service, and that may be the case elsewhere as well. And obviously, if the service required 4G or 5G networks, it’s useless to you if you’re in the middle of empty wastelands… although bike theft does seem to be rare in the middle of the Sahara. Prices also differ depending on your market; Americans pay a $169 USD MSRP for their tracker, with two months of free service included. After that, your subscription costs $49 a year. For more info, head to Monimoto.com. Vezi sursa

It looks like the crew at Revzilla is going to stick with the Buffalo Chip as home base for the Get On! ADV Fest, as the rally is headed back there for 2024. The Sturgis campground has the adventure bike rally listed on the schedule for July this year, and it looks like the schedule is going to be similar to previous years. Here’s what the Buffalo Chip’s website says: A Four-Day Camping and Adventure Motorcycle Festival July 18-21, 2024 at the Buffalo Chip Campground. You’re invited to four days of camping, adventure riding and community in the gorgeous backcountry and front-country of remote South Dakota July 18-21, 2024 at the Buffalo Chip Campground. In addition to world-class adventure riding, the weekend will be full of test rides, seminars, entertainment, prizes, awards, and the latest adventure riding gear and accessories for you and your bike. Kids 15 and under are free. Max 2 per adult and must be accompanied by that adult at all times. Tickets are available here; pricing starts at $99 for access to the festival over the four days of the event. A camping pass only costs you a buck more, at $100. From there, the prices go up depending what kind of accommodations you want. We’d suggest you book early if you want a cabin, and that’s also probably true of the RV spots. Also note that a trail pass for the event is $25. And, also note that the pricing structure has changed since last year. It looks like it’s been designed to save riders money, if there’s aspects of the rally they won’t be participating in. What’s Get On! ADV Fest actually about? ADVwriter Justin Hughes went to Get On! at his own expense last year to investigate this party-hearty gathering, and reported back here. The Black Hills Get On! ADV Fest Experience He said it worked for him, because… … they did all the work for me. I normally have to do my own research and plan my own routes that I want to explore. Here, I could just drop into Sturgis, load up their pre-determined routes that I know are going to be good, and follow that little blue line. A Black Hills off-road permit is included with your admission, making it as easy as possible to ride legally. They also make it easy to meet new friends and riding buddies at your skill level. It’s still a small enough event that you tend to keep running into the same people over and over again, which adds to the feeling of community. Revzilla’s own page for Get On! ADV Fest lists no details, but if you keep an eye on that site, you’ll probably learn more soon. Vezi sursa

It looks like the crew at Revzilla is going to stick with the Buffalo Chip as home base for the Get On! ADV Fest, as the rally is headed back there for 2024. The Sturgis campground has the adventure bike rally listed on the schedule for July this year, and it looks like the schedule is going to be similar to previous years. Here’s what the Buffalo Chip’s website says: A Four-Day Camping and Adventure Motorcycle Festival July 18-21, 2024 at the Buffalo Chip Campground. You’re invited to four days of camping, adventure riding and community in the gorgeous backcountry and front-country of remote South Dakota July 18-21, 2024 at the Buffalo Chip Campground. In addition to world-class adventure riding, the weekend will be full of test rides, seminars, entertainment, prizes, awards, and the latest adventure riding gear and accessories for you and your bike. Kids 15 and under are free. Max 2 per adult and must be accompanied by that adult at all times. Tickets are available here; pricing starts at $99 for access to the festival over the four days of the event. A camping pass only costs you a buck more, at $100. From there, the prices go up depending what kind of accommodations you want. We’d suggest you book early if you want a cabin, and that’s also probably true of the RV spots. Also note that a trail pass for the event is $25. And, also note that the pricing structure has changed since last year. It looks like it’s been designed to save riders money, if there’s aspects of the rally they won’t be participating in. What’s Get On! ADV Fest actually about? ADVwriter Justin Hughes went to Get On! at his own expense last year to investigate this party-hearty gathering, and reported back here. The Black Hills Get On! ADV Fest Experience He said it worked for him, because… … they did all the work for me. I normally have to do my own research and plan my own routes that I want to explore. Here, I could just drop into Sturgis, load up their pre-determined routes that I know are going to be good, and follow that little blue line. A Black Hills off-road permit is included with your admission, making it as easy as possible to ride legally. They also make it easy to meet new friends and riding buddies at your skill level. It’s still a small enough event that you tend to keep running into the same people over and over again, which adds to the feeling of community. Revzilla’s own page for Get On! ADV Fest lists no details, but if you keep an eye on that site, you’ll probably learn more soon. Vezi sursa

As soon as you see a new adventure bike hit the market, it’s only a matter of time until the Euro aftermarket starts releasing parts for it—and that should be no surprise, since they’re often the companies who made the factory-available farkles as well. In this case, we see SW-Motech launching its lineup of crash bars, skid plate, etc., for the BMW R1300 GS. BMW didn’t even exhibit its latest flagship GS at EICMA, so lots of people stopped by SW-Motech’s booth instead, to see the kitted-out machine there. As the R1300 GS was a major overhaul, it meant SW-Motech had to do a ground-up redesign of many of the products in its lineup. Since EICMA, it’s added more to its basic lineup of side racks, engine guards, crash bars, and so on. Of course, many of SW-Motech’s existing lineup of accessories will also fit this bike, including its WP tankbag series, Sysbag soft bags and its new Dusc cases. The Trax ADV aluminum cases will also fit, including both the sideboxes and the top case. If you’ve got an older ADV fitted with SW-Motech parts, you should be able to re-use many of these generic bits, as they’re made to attach to the bike-specific racks. SW-Motech says that many of these parts are already in its US warehouse, and we expect that the remainder of the new GS’s accessory catalog will be here soon. For more details on what’s available, and item-by-item pricing, head to the American website for SW-Motech here. Vezi sursa

As soon as you see a new adventure bike hit the market, it’s only a matter of time until the Euro aftermarket starts releasing parts for it—and that should be no surprise, since they’re often the companies who made the factory-available farkles as well. In this case, we see SW-Motech launching its lineup of crash bars, skid plate, etc., for the BMW R1300 GS. BMW didn’t even exhibit its latest flagship GS at EICMA, so lots of people stopped by SW-Motech’s booth instead, to see the kitted-out machine there. As the R1300 GS was a major overhaul, it meant SW-Motech had to do a ground-up redesign of many of the products in its lineup. Since EICMA, it’s added more to its basic lineup of side racks, engine guards, crash bars, and so on. Of course, many of SW-Motech’s existing lineup of accessories will also fit this bike, including its WP tankbag series, Sysbag soft bags and its new Dusc cases. The Trax ADV aluminum cases will also fit, including both the sideboxes and the top case. If you’ve got an older ADV fitted with SW-Motech parts, you should be able to re-use many of these generic bits, as they’re made to attach to the bike-specific racks. SW-Motech says that many of these parts are already in its US warehouse, and we expect that the remainder of the new GS’s accessory catalog will be here soon. For more details on what’s available, and item-by-item pricing, head to the American website for SW-Motech here. Vezi sursa

3If you’re always on the lookout for The Next Great Tool, perhaps you should check out the Roxon Flex. It has a roll-your-own design, allowing the buyer to customize what functions they include on the tool, and that means two big advantages. The first advantage is the most obvious—this arrangement allows the user to configure their multitool with gadgets that are beneficial to motorcyclists. Most of us have had a multitool or two over the years, and often, they come with tools that are not useful to motorcyclists (fish scaler?). Some tools have overcome this by offering users some ability for customization. That’s what the Flex does, with your choice of 32 different implements in long and short lengths. The Flex, like most multitools, contains its implements in the separate pliar handles; each handle has five slots for the implements, so the user can spec up to 10 individual implements (some are larger, and take two slots). You can order your multitool with extra implements as well, so when it arrives, you can swap out a screwdriver for a knife blade or whatever. If you don’t want 10 implements in your multitool, no worries; Roxon ships the tool with spacers, so you can include less than 10 if you want. Pricing is $6 for the individual implements, or less. Also: Roxon says they will release 3D printing files to help DIYers create their own tools to fit the Flex. Very cool! The Roxon Flex will be relatively affordable compared to some other custom multitools. Roxon says more individual implements may be coming, and they’re making it easy to make your own. Photo: Roxon And the second advantage that we mentioned: Having customization capability not only means you can include the implements you want, but also the ones you don’t want—namely, a knife blade. While other countries have backed off the post-9/11 blade crackdown on airplanes, the US’s TSA has not. Having no blade is no guarantee the TSA will allow you to fly with this in your carry-on, but it improves your odds, and if you’re a frugal fly-and-rider, that’s a big bonus. The base Flex tool costs $40 for pre-orders; you can find more details and pricing for the individual implements at their website here. Vezi sursa

3If you’re always on the lookout for The Next Great Tool, perhaps you should check out the Roxon Flex. It has a roll-your-own design, allowing the buyer to customize what functions they include on the tool, and that means two big advantages. The first advantage is the most obvious—this arrangement allows the user to configure their multitool with gadgets that are beneficial to motorcyclists. Most of us have had a multitool or two over the years, and often, they come with tools that are not useful to motorcyclists (fish scaler?). Some tools have overcome this by offering users some ability for customization. That’s what the Flex does, with your choice of 32 different implements in long and short lengths. The Flex, like most multitools, contains its implements in the separate pliar handles; each handle has five slots for the implements, so the user can spec up to 10 individual implements (some are larger, and take two slots). You can order your multitool with extra implements as well, so when it arrives, you can swap out a screwdriver for a knife blade or whatever. If you don’t want 10 implements in your multitool, no worries; Roxon ships the tool with spacers, so you can include less than 10 if you want. Pricing is $6 for the individual implements, or less. Also: Roxon says they will release 3D printing files to help DIYers create their own tools to fit the Flex. Very cool! The Roxon Flex will be relatively affordable compared to some other custom multitools. Roxon says more individual implements may be coming, and they’re making it easy to make your own. Photo: Roxon And the second advantage that we mentioned: Having customization capability not only means you can include the implements you want, but also the ones you don’t want—namely, a knife blade. While other countries have backed off the post-9/11 blade crackdown on airplanes, the US’s TSA has not. Having no blade is no guarantee the TSA will allow you to fly with this in your carry-on, but it improves your odds, and if you’re a frugal fly-and-rider, that’s a big bonus. The base Flex tool costs $40 for pre-orders; you can find more details and pricing for the individual implements at their website here. Vezi sursa

We love Matt Spears‘ motorcycle shenanigans, such as turning a Hayabusa into an ADV bike or taking a Goldwing on the Montana BDR. The Goldwing is back but in a slightly different configuration than before. This time, Matt has studded the tires with the intention of taking his Honda Goldwing ice fishing. [embedded content] After driving for hours to a frozen lake in a truck with a dead battery, it turned out the Goldwing had a flat tire. Fortunately, Matt remembered his tire pump and used that and a ratchet strap to rebead and inflate the tire. Not being entirely stupid, Matt used a drill to check how thick the ice was before taking the heavy Goldwing onto it. The 16-inch drill bit never touched the water, which he figured was safe enough. He was right. When I competed in the Boston Chapter BMW CCA Ice Races (in cars, not on bikes), they required the ice to be at least 12 inches thick before they’d even consider holding an event. They never lost a car through the ice, so Matt was perfectly safe–at least from falling through the ice. Of course, some donuts and drifts were absolutely mandatory. It’s a Goldwing on a frozen lake, after all, and you can’t exactly drift it in the local Walmart parking lot. After a couple of crashes and repairing a stuck front brake using a cowboy boot and a healthy dose of percussive maintenance, it was time to lash up the sled with the stuff and take the Honda Goldwing ice fishing. I know about as much about fishing as Matt does, which is to say absolutely nothing, so I’ll leave it to you to discuss whether he had the right kit in the comments. With no ice drill, they used a chain saw to cut a hole in the ice, which was sure to attract all the fish to the area. Then, they set up a tent from Temu and a wood stove to heat it. What could possibly go wrong? Did they catch a fish? Did the tent burn down? Did Matt crash again while doing more donuts? Watch, find out, and be entertained. Vezi sursa

We love Matt Spears‘ motorcycle shenanigans, such as turning a Hayabusa into an ADV bike or taking a Goldwing on the Montana BDR. The Goldwing is back but in a slightly different configuration than before. This time, Matt has studded the tires with the intention of taking his Honda Goldwing ice fishing. [embedded content] After driving for hours to a frozen lake in a truck with a dead battery, it turned out the Goldwing had a flat tire. Fortunately, Matt remembered his tire pump and used that and a ratchet strap to rebead and inflate the tire. Not being entirely stupid, Matt used a drill to check how thick the ice was before taking the heavy Goldwing onto it. The 16-inch drill bit never touched the water, which he figured was safe enough. He was right. When I competed in the Boston Chapter BMW CCA Ice Races (in cars, not on bikes), they required the ice to be at least 12 inches thick before they’d even consider holding an event. They never lost a car through the ice, so Matt was perfectly safe–at least from falling through the ice. Of course, some donuts and drifts were absolutely mandatory. It’s a Goldwing on a frozen lake, after all, and you can’t exactly drift it in the local Walmart parking lot. After a couple of crashes and repairing a stuck front brake using a cowboy boot and a healthy dose of percussive maintenance, it was time to lash up the sled with the stuff and take the Honda Goldwing ice fishing. I know about as much about fishing as Matt does, which is to say absolutely nothing, so I’ll leave it to you to discuss whether he had the right kit in the comments. With no ice drill, they used a chain saw to cut a hole in the ice, which was sure to attract all the fish to the area. Then, they set up a tent from Temu and a wood stove to heat it. What could possibly go wrong? Did they catch a fish? Did the tent burn down? Did Matt crash again while doing more donuts? Watch, find out, and be entertained. Vezi sursa

The Lowdown Show returns, with its second episode. Industry insider Neil Graham, a regular ADVrider opinion column contributor, is here to share conversations with other gearheads. This week, Neil is talking to Zac Kurylyk, aka Kawazacky, the managing editor here at ADVrider. Kawazacky has a long history here at ADVrider, joining as an inmate more than 15 years back, using the Ride Reports as inspiration to move beyond the world of commuting. He’s been running around the halls of motojournalism for roughly the same amount of time, writing for online and print mags across the US and Canada, starting here at ADVrider five years ago. Today, he phones in from his workshop to talk bikes with Neil. Over the past couple of the years, one of the most controversial columns that Zac has written asks: Why aren’t kids buying motorcycles today, like they did in the 1970s? Inmates had lots of opinions, blaming everything from parental neglect to video games to distracted drivers, but Neil asks Zac: Why does it matter if young people lose interest in bikes? According to Zac, riders’ rights are at stake, if things don’t change… Listen below! And if you want to subscribe via another platform, we have more details at the bottom of this post. We are also putting these podcasts on YouTube in video form, and hope to expand this in the future. [embedded content] Want to subscribe with another platform? Try the links below: Spotify here Apple here Amazon Music here Stitcher here Pandora here iHeartRadio is pending Find Guaranteed Fit Parts at eBay Motors. Vezi sursa

The Lowdown Show returns, with its second episode. Industry insider Neil Graham, a regular ADVrider opinion column contributor, is here to share conversations with other gearheads. This week, Neil is talking to Zac Kurylyk, aka Kawazacky, the managing editor here at ADVrider. Kawazacky has a long history here at ADVrider, joining as an inmate more than 15 years back, using the Ride Reports as inspiration to move beyond the world of commuting. He’s been running around the halls of motojournalism for roughly the same amount of time, writing for online and print mags across the US and Canada, starting here at ADVrider five years ago. Today, he phones in from his workshop to talk bikes with Neil. Over the past couple of the years, one of the most controversial columns that Zac has written asks: Why aren’t kids buying motorcycles today, like they did in the 1970s? Inmates had lots of opinions, blaming everything from parental neglect to video games to distracted drivers, but Neil asks Zac: Why does it matter if young people lose interest in bikes? According to Zac, riders’ rights are at stake, if things don’t change… Listen below! And if you want to subscribe via another platform, we have more details at the bottom of this post. We are also putting these podcasts on YouTube in video form, and hope to expand this in the future. [embedded content] Want to subscribe with another platform? Try the links below: Spotify here Apple here Amazon Music here Stitcher here Pandora here iHeartRadio is pending Find Guaranteed Fit Parts at eBay Motors. Vezi sursa

ADVrider has a lot of Beemerphiles in our lovely little asylum. If you think that term describes you, then check out the press release below. The Barber Vintage Festival is always a good time no matter what brand you’re riding, but with BMW Motorrad Days there, it’s even more attractive to GS riders and all the other BMW fans on this site. The festival does’t run ’til October, so you’ve got lots of time to plan!—Ed. Press release BMW Motorrad USA announces BMW Motorrad Days Americas 2024. BMW Motorrad USA is proud to announce the return of BMW Motorrad Days Americas, as part of the storied Barber Vintage Festival, for 2024. The first ever BMW Motorrad Days Americas took place last year and helped celebrate the 100 Years history of BMW motorcycles with record attendance at the Barber Vintage Festival. “Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back.” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “There is no better community than the global motorcycling community and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people, from so many different backgrounds, together, celebrating our passion for riding, is truly a special experience.” Tickets for the Barber Vintage Festival go on sale on May 21, 2024 and 2-wheel enthusiasts will be able to purchase discounted event passes though BMW Motorrad USA. Attendees will have access to the BMW Motorrad Fan Zone with new and vintage motorcycles and partner displays, a kid zone, live music and a biergarten. The BMW Fan Zone also offers a great view of vintage racing on the Barber circuit. In the Proving Ground, on- and off-road demo rides on the newest BMW models will be available, including on the R 1300 GS, F 900 GS, R 12 and the fully electric CE 02. Of course, while enjoying everything that BMW Motorrad Days Americas and the Barber Vintage Festival have to offer, do not miss the opportunity to tour the famous Barber Vintage Motorsports Museum., with over 1,600 historic vehicles on display. “I couldn’t be more thrilled to announce the return of BMW Motorrad Days to the Barber Vintage Festival, said George Dennis, President of ZOOM Motorsports. “It’s a celebration of passion, performance, and the vibrant community that fuels our love for two-wheel adventures.” Event Information Dates: October 11-13 Location: Barber Motorsports Park Address: 6040 Barber Motorsports Parkway, Leeds, AL 35094 Vezi sursa

ADVrider has a lot of Beemerphiles in our lovely little asylum. If you think that term describes you, then check out the press release below. The Barber Vintage Festival is always a good time no matter what brand you’re riding, but with BMW Motorrad Days there, it’s even more attractive to GS riders and all the other BMW fans on this site. The festival does’t run ’til October, so you’ve got lots of time to plan!—Ed. Press release BMW Motorrad USA announces BMW Motorrad Days Americas 2024. BMW Motorrad USA is proud to announce the return of BMW Motorrad Days Americas, as part of the storied Barber Vintage Festival, for 2024. The first ever BMW Motorrad Days Americas took place last year and helped celebrate the 100 Years history of BMW motorcycles with record attendance at the Barber Vintage Festival. “Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back.” said Luciana Francisco, Head of Marketing and Product, BMW Motorrad USA. “There is no better community than the global motorcycling community and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people, from so many different backgrounds, together, celebrating our passion for riding, is truly a special experience.” Tickets for the Barber Vintage Festival go on sale on May 21, 2024 and 2-wheel enthusiasts will be able to purchase discounted event passes though BMW Motorrad USA. Attendees will have access to the BMW Motorrad Fan Zone with new and vintage motorcycles and partner displays, a kid zone, live music and a biergarten. The BMW Fan Zone also offers a great view of vintage racing on the Barber circuit. In the Proving Ground, on- and off-road demo rides on the newest BMW models will be available, including on the R 1300 GS, F 900 GS, R 12 and the fully electric CE 02. Of course, while enjoying everything that BMW Motorrad Days Americas and the Barber Vintage Festival have to offer, do not miss the opportunity to tour the famous Barber Vintage Motorsports Museum., with over 1,600 historic vehicles on display. “I couldn’t be more thrilled to announce the return of BMW Motorrad Days to the Barber Vintage Festival, said George Dennis, President of ZOOM Motorsports. “It’s a celebration of passion, performance, and the vibrant community that fuels our love for two-wheel adventures.” Event Information Dates: October 11-13 Location: Barber Motorsports Park Address: 6040 Barber Motorsports Parkway, Leeds, AL 35094 Vezi sursa

Last year, we told you that overseas markets were getting the Shoei Neotec 3 helmet rolled out; in the past few weeks, we told you that Neotec 2 helmets were marked-down, so the next-generati0n launch for US customers was surely just around the corner. And now, here it is, finally available in the States. The Neotec 2 had been in Shoei’s lineup for a few years now; it was considered one of the top motorcycle helmets available. You might wonder how much a touring helmet can change between generations, and whether we needed an update, but Europe’s move to the ECE 22.06 standard meant updated safety regs, and that meant we get this third-gen Neotec. So what’s different? It sounds as if the Neotec 3 should be quieter than its predecessors, thanks to improved internal padding (adjustable cheek pads for the ideal fit), as well as updated side covers on the shield retention hinge, with smaller gaps to reduce wind noise. There are even removable ear pads available to cut down on noise. Of course, you’ll have to remove them if you install a comm system (Sena will offer the built-to-fit SRL-3 comm set for this helmet, with harman/kardon speakers and Mesh 2.0 networking). The shield itself is updated, offering improved optical clarity and improved sealing from the elements. A new central locking latch is usable even with winter gloves on—something that’s hit-or-miss with many some manufacturers. Of course, the new shield is Pinlock-ready, and Shoei includes a Pinlock EVO in the box so your breath shouldn’t fog the inside of the shield. Thankfully, Shoei also built the shield with two “open” positions so you can ride around with airflow through the front of your helmet—another feature that’s hit or miss. Photo: Shoei Photo: Shoei The helmet’s construction uses a six-layer composite material (a mixture of fiberglass and “organic fibers”), with a two-layer EPS foam internal liner. The new design is supposed to cut weight while still offering top protection. The buckle system is a micro-click design, instead of dual D-rings. Pricing for the Shoei Neotec 3 starts at $899 in the US. Tack on another $100 if you want a more flashy paint scheme. Sizes range from XS to XXL; Shoei offers three distinct external shell sizes, reducing helmet weight for those of us with smaller heads. Weight appears to be around 4.15 pounds, but that obviously differs depending on shell size and whether you’ve got a comm set installed. [embedded content] We’ve got a Neotec coming in to test for ADVrider, but The Bear already had a sneak peek at this helmet as he lives overseas, and tested one in Australia months ago—see his review here. Vezi sursa