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  1. Overlanders are mileage crushers. Riders who travel across whole countries put impressive numbers of miles on their odometers. But is this sufficient to enhance a novice’s riding skills? As an overlander myself, I can say I was convinced the more you ride, the better you get at riding. It’s easy to associate the classic 10,000 hours rule to motorcycling as well. Just practice something long enough and you’ll become a pro. But this isn’t what actually happens. With a mere coast-to-coast ride across the USA, a person can cover something like 2,500 miles. On a larger scale, a rider who decides to ride from the US to South America or from Europe to Asia, the mileage could significantly increase. I’ve met some people also (like Expedition 65) that, as an organized tour, rode from Cartagena, Colombia, to Ushuaia, Argentina, clocking a staggering 10,000 miles (16,000 km) in something like two months—quite an intense experience for the average rider! I personally know people who have been going around the world, like myself, for over five years. My own mileage count from my travels is well over 110,000 on the clocks. So does this mean overlanders become expert riders after all this riding through so many different countries, over complicated roads conditions, and under extreme weather? Getting outside of your comfort zone does often mean “improving” some aspect of oneself. But there’s a catch, in my opinion. The general overlander rides very conservatively and usually on a fully loaded (or even overloaded) motorcycle. The tendency seems also to have people riding vehicles bigger than they can handle, as the general idea is that those bikes provide better comfort during long runs. And sometimes the opposite happens: people riding huge distances on small-bore motorcycles that are completely unfit for the job. All these factors contribute to the actual riding limitations that inevitably occur through circumstance. Hence, it doesn’t necessarily mean that a rider who went twice around the world would be able to pop a wheelie or put a knee down in a corner. In a sense, it is quite the opposite. What overlanding actually does for people is improve their confidence with the machine. Pushing the boundaries in this sense can potentially improve your riding skills too, but it is mostly about building the courage to explore the unknown. I rode my KTM 1190 Adventure all around the world and through some of the worst metereological and road conditions I’ve ever experienced in my life. That didn’t really improve my riding, in my opinion, as my riding was mostly focused on trying not to die, and trying to keep damage to my motorcycle at a minimum. While being a competent and skilled rider is largely beneficial for commuters or recreational motorcyclists, it is not a necessary condition to go overland. Many first timers, with almost zero riding skills but lots of guts, have decided to go explore the world with whatever bike they had at the time. This created a number of new riders with mediocre riding skills and some excellent traveling stories after roaming around the planet. Vezi sursa
  2. KTM is not a company that rests on its laurels. Only one year after its introduction in 2024, the KTM 300 XC-W HARDENDURO is already getting some upgrades, mainly in the front suspension. As KTM says: The new standout technical feature of the 48 mm WP XACT closed-cartridge spring fork on the 2025 KTM 300 XC-W HARDENDURO is the innovative adjustment of the base valve preload, which mirrors the design of our high-end aftermarket pro components. Adjusting the spring preload on the base valve significantly impacts feel and offers a broader range of adjustments. The base valve preload adjusters enable seamless, on-the-fly adjustments by hand, with a total travel distance of 4 mm—a minor change that produces substantial effects. For the rider, this translates to quick and effortless fork setup modifications: increasing preload for improved stability on fast enduro tracks or decreasing it for enhanced comfort in technical riverbeds. This adjustment impacts almost the entire stroke of the fork, and now it translates to fully adjustable suspension, both front and rear. Photo: KTM The rear suspension, which was already adjustable, gets some minor unspecified upgrades, as well as the chain slider and fuel tank mount. Improvements like these would be in line with a mid-generation refresh, but KTM has already gone and done it only one year in. I hope that doesn’t irritate those who rushed right out and bought the 2024 model at its introduction. As usual, KTM does not list an MSRP in its press release or on the KTM 300 XC-W HARDENDURO page on the website. However, several dealer websites around the US list it for sale for $13,299, so that’s our best guess at how much you can expect to pay for one. Vezi sursa
  3. Edward Narraca originally wrote this up for Motorcycle.com. Seeing as this is useful for ADVers, it’s running here as well—Ed. Summer is here: The birds are chirping, the snow has melted, and our bikes are getting much-needed time on the road. Do you know who else has decided to join in on the festivities? Bugs and lots of them! That’s not the only thing that ends up there because your visor collects all kinds of road grime, too. Cleaning your visor is a simple, albeit disgusting, part of motorcycling safety because we all need to maintain optimal vision when riding. Still, at least you’re not riding around the Smoky Mountains picking mosquitoes out of your teeth! Here, we will discuss how to clean a motorcycle helmet visor and the best ways to do it. They say that the best maintenance is preventative maintenance, and things aren’t getting any cheaper – not in this economy, partner! Sheesh. When talking about helmets manufactured by reputable brands, the visor will be far more than mere pieces of plastic. More often than not, your helmet’s visor is an advanced, optically correct piece of equipment with years of research baked into it, designed to withstand impacts, penetration, and improve aerodynamics. Routinely cleaning your visor properly ensures that no contaminants will be left to damage your visor in any capacity while allowing you to have the best view possible. Regular cleaning will keep you safer and help your visor last longer. Photo: Traphographer/Shutterstock.com You don’t need fancy chemicals or tools to clean your visor properly. You only need a microfiber cloth, a paper towel, and water. That’s it, and you can even get there with just water and a cloth. In fact, many helmet manufacturers advise owners to only use water and light dish soap for stubborn gunk, but there’s a good reason. Certain chemical-based cleaners, like various window or motorcycle cleaners, might seem like a good idea. However, they can include harsh acids, solvents, and other chemicals that will compromise the integrity of your visor. Remember, your visor’s first and most important job is to protect you from debris, and we’d never want to weaken it unknowingly. Now that we’ve covered that let’s talk about how to clean your visor. If you have a favorite cleaning solution, ensure it is water-based and doesn’t include anything that will react negatively with plastics, rubber, or paint. It’s important to avoid using chemicals that can damage your visor. Photo: Motorcycle.com Cleaning Your Helmet’s Visor One question we wish we got asked at Motorcycle.com is, “How do the MOrons stay looking so fresh, so clean, and knee-achingly attractive while riding with supreme skill during photo/video shoots?” Unfortunately, we don’t have that question thrown at us, but we know how to clean a helmet quickly and effectively, even out in the boonies. We clean our helmets far more often than the average rider and always rely on a fresh microfiber cloth, some water, and a little bit of elbow grease. If you follow these steps, you’ll be on the road in no time and have perfect vision to keep those reaction times optimal. Cleaning your visor properly should only take a few minutes at most. Here’s what you gotta do: Take a soaking wet paper towel, rag, or microfiber cloth and lay it across your visor’s exterior. This is essential in loosening dried bugs, grime, and containments. In addition, water acts as a lubricant, which helps prevent debris from scratching your visor – always try to avoid wiping your visor with abrasive materials. A good pre-soak is the way to start the clean, if possible. Even a few minutes’ worth is enough to make a big difference. Photo: Motorcycle.com Given our work as moto-journos, we clean our helmets far more often than the average rider and always rely on a fresh microfiber cloth, some water, and a little bit of elbow grease. If you follow these steps, you’ll be on the road in no time and have perfect vision to keep those reaction times optimal. Cleaning your visor properly should only take a few minutes at most. Here’s what you gotta do: Take a soaking wet paper towel, rag, or microfiber cloth and lay it across your visor’s exterior. This is essential in loosening dried bugs, grime, and containments. In addition, water acts as a lubricant, which helps prevent debris from scratching your visor – always try to avoid wiping your visor with abrasive materials. A Pinlock insert means a bit of extra work, but it’s not too tricky. If you run a Pinlock on your visor, you’ll need to take a few extra steps. Carefully remove the Pinlock insert and repeat the process we’ve already covered. Wet a clean paper towel, rag, or microfiber cloth to clean the Pinlock insert and visor, then wipe down thoroughly with a dry microfiber cloth. Once complete, let the visor and Pinlock air dry completely before reinstalling the insert. That’s it, folks. Clean microfiber cloths, water, and a little dish soap are all you need to get the job done. Cleaning your helmet’s visor is a dirty job, but it is crucial because we must see whatever is coming at us. So, always pack a spare cloth on your bike or luggage so you can get things handled on the road. Vezi sursa
  4. YouTube, perhaps more than any other platform since the original Blogger service, has enabled all kinds of different people with different perspectives to get their message out. Previously, when a few companies owned all the media outlets and throttled their output, someone who wasn’t a balls-to-the-wall, full-send rider/racer/adventurer would not be able to reach a wider audience. But now, thanks to YouTube, we can watch the moto adventures of people like Calen and Nika of Joy Machine. Joy Machine is a YouTube channel focusing on moto travel around North America, riding old-school bikes down back roads. You should recognize a lot of the landscapes along the way. Check out their visit to Monument Valley or the Bonneville Salt Flats. If you go to their channel, you’ll see lots of their EVO-powered Harley-Davidson complete with king-and-queen seat, and on some trips Nika rides her Royal Enfield 650 Continental GT. And of course they have an Instagram account filled with their adventures, like every good, modern influencer does. [embedded content] YMMV on whether or not you like their adventure footage. It’s certainly not based on a modern ADV bike with long-travel suspension and farkles galore. However, I appreciate their channel for showing that it’s still possible to get out there and see the world using the equipment you own. And considering all the Old-Man-Shakes-Fist-At-Cloud comments that we see whenever this site has a story about young people and motorcycling, I say it’s good to see that some of America, at least, is still in love with the open road. [embedded content] Vezi sursa
  5. The office of U.S. Senator Bob Casey of Pennsylvania has issued a press release stating that Harley-Davidson has been awarded a competitive grant of $89M to help the American motorcycle manufacturer “…hit its goal of producing more zero-emission motorcycles…” in York County, Pennsylvania. The money comes through an Inflation Reduction Act provision that supports U.S. companies’ domestic production of zero-emission vehicles. While the U.S. Department of Energy issues the funding, it comes via the Domestic Manufacturing Conversion Grant Program. $89 Million Grant According to the press release, Harley-Davidson will adjust and increase production of certain existing Harley-Davidson and LiveWire-branded electric motorcycles. Casey’s press release says that “LiveWire uses an all-American supply chain. It also indicates that LiveWire is the largest electric motorcycle manufacturer in the nation.” “In a world where demand for electric vehicles is only growing stronger, we have an obligation to ensure American manufacturers can compete on the international stage. Harley Davidson is one of America’s iconic manufacturers, and this funding from the Inflation Reduction Act will ensure it will be able to continue leading the global market in the years and decades to come. I will always fight for investments that support a strong, clean economy and continue South Central Pennsylvania’s legacy as a manufacturing powerhouse.” He went on to state that Harley-Davidson had told him that the grant funding would “…support the $178 million investment necessary to upgrade current electric model quality and to increase production of two existing models.” Image: LiveWire Casey is intent on supporting Harley-Davidson and electric motorcycles in general. Casey sent a letter of support to the Department of Energy to assist Harley-Davidson with its grant application. It said that Harley-Davidson had already “…made significant investments in developing a comprehensive program to lead the global electric motorcycle market.” As of the time this article was written, neither LiveWire’s nor Harley-Davidson’s websites listed any news of the grant. Vezi sursa
  6. Good news, inmates! Volume 8 of the ADVrider print mag is about to hit the presses, with another collection of stories of adventure and motorcycling from around the world! This 128-page volume has pieces by writers you see here regularly (The Bear, Neil Graham, Mike Botan) as well as other moto-writers from around the world (Chris Scott, Mark Richardson). Like before, you get excellent photos, top production values, and really, a magazine that’s going to sit on your coffee table a long time, not a back-of-the-toilet-tank throwaway! Of course, forum subscribers get the two annual issues as part of their reward for subscribing to the forum. But as we have in the past, ADVrider is now also offering another option—a $39-for-the-year subscription (which gets you two magazines). This doesn’t come with the swag or forum upgrades that the regular subscription does. For more details, check out our sign-up page here. Vezi sursa
  7. Details about the 2025 Dakar Rally are emerging. As expected, it will take place in Saudi Arabia for the sixth time, running from January 3 to 17, 2025. It will also feature a few changes and additions that we didn’t see coming. Once again, the rally will begin in Bisha, far from civilization. A small city springs up around the start of Dakar anyway, specifically to support the rally as competitors prepare and compete in the prologue stage. New for 2025, the prologue’s finish line will be in the heart of the bivouac. This is the first time the finish and podium have been in the same place. A 48-hour chrono stage returns during the opening week of the 2025 Dakar. This long stage is divided into two days, during which the competitors spend the night in one of several bare-bones bivouacs scattered across the desert. Last year’s 540 km stage was already long, but the 2025 Dakar supersizes this to 950 km. The terrain will also be far more varied, alternating between fast and technical sections. There will also be a traditional marathon stage, covering more than 800 km, where competitors have no access to their service crews. Another change is that at least five stages will separate cars and motorcycles (there are no longer classes for quads). This eliminates the safety concern of both types of vehicles passing each other on the same course at the same time. I’ve worked at NASA RallySport events that operated this way (I drove the course opening car for motorcycles), and it worked well and saved time. It will also eliminate the cars’ advantage of being able to follow the tracks left by the motorcycles ahead of them. The 2025 Dakar Rally will conclude in the Empty Quarter in Shubaytah, a regular visit in recent years. The three days spent here will include a more than 400 km special. All in all, it’s shaping up to be yet another epic adventure for all involved. Vezi sursa
  8. We’ve dropped a lot of virtual ink on this site about the Kove 450 Rally. While motorcycles from China are no longer a joke (though many on the forum still say otherwise), one continuing issue they have is getting them registered for the street. Unlike the mainstream companies that have been doing this for decades, these numerous Chinese upstarts are figuring it out for the first time, sometimes without success. Kove, however, has recently achieved great success in this department, following through on their promise to get the bike certified for street use. This has led to a third version of the Kove 450 Rally. Their website now lists the Pro Race and Standard Off-Road versions that we had before, plus a new Street Legal version. According to ADVPulse, Kove is no longer producing the Standard Off-Road version and is simply selling out their current inventory, intending to replace it with the new Street Legal version. Interestingly, the Street Legal version lists for $9,299, which is $200 less than the Standard Off-Road version. Normally, making an off-road bike legal for street use adds to the cost, so how did Kove do this while slightly reducing the price? According to Kove, it didn’t take much. The Kove 450 Rally already had much of what is required for street use, validated by the fact that less restrictive states already allowed them to be registered. DOT certification was required for 50-state street legality, but not much has changed except a few mandatory labels. The biggest changes were to pass California’s notoriously stringent emission standards, involving a more restrictive intake and tune. These reduced horsepower from 51 to 42. However, the engine itself is exactly the same, so presumably, adding a less restrictive intake and a tune could restore its full power. Not that we’d ever recommend skirting the law, of course. Many Chinese manufacturers have placated us with promises that they are working on making a 50-state street legal version of popular models. Most have not followed through on these promises. Now that Kove has made the 450 Rally available legally to residents of California and numerous other states that have adopted their strict emission standards, it will be interesting to see if other manufacturers step up their game to get a piece of the action as well. Whether you love or hate Chinese motorcycles, there’s no denying that a greater selection is better for everybody, especially when it comes to competitive pricing. Vezi sursa
  9. În primele zile ale acestui an, Triumph a prezentat online o nouă motocicletă care continuă tradiția modelelor sportive ale producătorului britanic și poartă un nume devenit legendă, Daytona 660. La două luni după lansarea virtuală, nu numai că am avut șansa să văd motocicleta, ci am putut chiar s-o testez în cadrul unui eveniment organizat de compania producătoare pentru presa internațională în Spania, la Alicante. Povestea modelelor Daytona produse de Triumph începe cu aproape șase decenii în urmă, în anul 1966, la cursa de 200 de mile de la Daytona, atunci când Buddy Elmore, un pilot care a luat startul de pe poziția a 46-a a grilei de start, a reușit în final să câștige cursa, pilotând un prototip al modelului T100. Triumph Daytona 500 și Tiger Daytona au fost produse până la începutul anilor ‘70, după care, la începutul anilor ‘90, au fost lansate Daytona 750, 900, 1000 și 1200, reintroducând numele în gama de modele. Versiunile moderne Daytona au obținut victorii în cele mai puternice campionate de Supersport, în Marea Britanie, Franța și Germania, precum și în campionatul mondial de Supersport iar contractul reușit în 2019 de compania britanică, prin care Triumph a devenit furnizorul de motoare al clasei Moto2, a dus totul la un alt nivel. Această mișcare strategică a influențat și producția modelelor de serie, producătorul oferind marelui public motociclete înrudite cu cele utilizate în competiții, cea mai spectaculoasă fiind ediția limitată Triumph Daytona Moto2 765, care folosește același motor de 765 cmc ca motocicletele din Moto2, cu setări diferite și componente mai rezistente. Cu toate acestea, astfel de modele superperfomante nu pot reprezenta baza vânzărilor și se impunea apariția unui model sportiv utilizabil în fiecare zi. De altfel, toate condițiile actuale au contribuit la reducerea drastică a vânzărilor de motociclete pur sportive: legislația mai strictă din toate țările europene, utilitatea din ce în ce mai redusă a unor astfel de motoare, normele de poluare și, de ce nu, prețurile mari justificate de dotările performante utilizate. Daytona 660 este una dintre motocicletele de tip nou, sportiva de fiecare zi, are propulsorul pe care îl regăsim pe modelul Trident 660, dar, dacă spun că este același motor nu respect adevărul și fac o defavoare motocicletei. Structural este același motor, dar foarte multe repere sunt modificate. Motor în patru timpi, de 660 cmc, cu trei cilindri în linie, DOHC, patru supape pe cilindru, răcit cu lichid, până aici specificația tehnică a motorului coincide cu cea a propulsorului de pe Trident, dar admisia este alta, fiecare cilindru are propriul corp de injectoare, spre deosebire de motorul de la Trident unde există un singur corp, evacuarea este modificată, alt vilbrochen, sunt alte supape, alte pistoane, alte axe cu came, o chiulasă redesenată cu altă cameră de ardere. Totul a fost gândit pentru ca motorul să producă o putere maximă de 95 CP la 11.250 rpm, cu o turație maximă de peste 12650 rpm și un cuplu de 69 Nm din care 80% sunt disponibili la puțin peste 3000 rpm. Acest ultim detaliu tehnic este cel care conferă motocicletei utilitatea în mersul de zi cu zi, cuplul oferit în plaja de turații de miloc, în care rulezi în trafic în cea mai mare parte a timpului. Imediat după publicarea fișei tehnice a motocicletei și a performanțelor motorului, au fost voci care au întrebat de ce nu a fost instalat motorul de 675 cmc, care producea o putere maximă de peste 120 cai, având pe lângă cilindreea puțin mai mare și o ordine de aprindere diferită de cea de pe motorul 660, la 240 grade. Răspunsul celor de la Triumph a fost că noua motocicletă este făcută pentru lumea reală, cea în care te deplasezi în fiecare zi, o motocicletă rapidă dar comodă, cu aspect sportiv dar utilă. Acesta a fost principalul motiv, nu era nevoie de putere mai mare, chiar era de preferat să fie de 95 de cai, ca să poată fi limitat la cerere, la cei 35 kW care permit utilizarea motocicletei cu permis categoria A2 și implicit cresc considerabil segmentul de potențiali clienți. Pentru asta, Triumph a pregătit un kit de limitare, care poate fi instalat și demontat ușor de unitățile service ale dealerilor oficiali. Și șasiul are modificări importante. În primul rând, pe un cadru sportiv dedicat sunt instalate alte amortizoare: pe față avem o furcă telescopică inversată Showa nereglabilă tip Big Piston cu funcții separate, cu jambele de 41 mm iar pe spate monoamortizor central Showa cu reglaj pe pretensionare. Sistemul de frânare este compus pe față din dublu disc de 310 mm și etriere radiale cu patru pistonașe inscripționate cu sigla Triumph, despre care producătorul a declarat că sunt realizate de una dintre companiile specializate importante, fără să precizeze cine este furnizorul. Mie mi se pare că seamănă cu cele produse de J.Juan, dar să nu mai spuneți la nimeni. Daytona 660 fiind o motocicletă sportivă are geometria șasiului adaptată, cu furca față având un unghi de fugă mai mic, în încercarea de a muta greutatea pilotului mai în față pentru un control mai bun. Lungimea motocicletei este puțin mai mare decât cea a modelului Trident cu care este înrudită, având ampatamentul de 1425 mm și o masă la plin de 201 kg. Motocicleta are accelerație Ride-by-Wire dar nu are unitate de măsurare inerțială a maselor, deci are sisteme ABS și de control al tracțiunii standard, nu active pe viraje. Există însă trei moduri de pilotaj, fiecare având presetat propriul răspuns al accelerației și nivel de intervenție al controlului tracțiunii. Poziția pilotului este comodă, aș spune că este de mijloc comparând-o cu celelalte modele sportive de fiecare zi. Este mai puțin agresivă decât cea de pe Yamaha R7, dar nu atât de relaxată ca cea pe care o oferă Kawasaki Ninja 650, semighidoanele fiind instalate deasupra jugului superior și scărițele pilotului instalate mai sus și mai în spate decât la Trident 660. M-am convins că tot ceea ce citisem despre poziția pilotului pe Daytona 660 este adevărat, parcurgând vreo 200 de km în regiunea Alicante și prin munții din sud-estul Spaniei. Este genul de motocicletă pe care ai senzația că o cunoști de mult și te obișnuiești cu ea după primele minute de mers. Daytona 660 este elastică, manevrabilă, ușor de pilotat, cu suspensii care funcționează foarte bine chiar dacă nu sunt reglabile și frâne eficace, fără mușcătura inițială caracteristică motocicletelor sportive pursânge, pentru că nici nu-ți trebuie așa ceva și toate astea fără să piardă caracterul sportiv, dar, exact așa cum a intenționat producătorul, sportiva de fiecare zi. Toate poveştile, interviurile şi ştirile din lumea moto postate până acum pe blogul POVEŞTI CU MOTOARE pot fi urmărite și pe Facebook, LinkedIn sau X (ex Twitter) iar filmele sunt postate pe canalul YouTube. Vezi articolul integral
  10. Check it out—despite a diversion into the ADV motorcycle scene, MV Agusta has reconfirmed its interest in the superbike world with a new four-cylinder that comes in a limited edition run of 500 machines. The MV Agusta Superveloce 1000 Serie Oro is built for those who want to remember the glorious past of roadracing with a bike that sports the most modern tech. To that end, MV has put its hottest four-cylinder into this machine, with DLC-finished cams, dual fuel injectors per head, titanium connecting rods, radial valves and plenty of other mechanical trickery (previously, this engine was in the Brutale 1000 RR). MV Agusta says the engine makes more than 205 horsepower and pushes out 86 pound-feet of torque, with a redline at 14,000 rpm. Photo: MV Agusta Photo: MV Agusta Very sporty indeed, and that muscle is backed up by an IMU-governed electronics package with all the usual trickery: leaning-sensitive ABS and traction control and front wheel lift control. Of course there are multiple engine power output modes, and all of the safety systems are adjustable so you can fine-tune your feedback. MV Agusta used a steel trellis frame for the Superveloce 1000 Serie Oro, with aluminum reinforcement plates. The suspension is from Ohlins, with a NIX-series fork and TTX-series shock, and an adjustable steering damper as well. All the fine-tuning of the damping on these systems can be done electronically (fork preload set manually). The bodywork is made of carbon-fiber, and MV Agusta says it’s supposed to look like their 500cc two-stroke GP machines of the 1970s. It is certainly a very different look from the mantis-like aesthetics that have typified the sportbike scene in recent years. Asking price? In Europe, 70,700 euros. That’s a lot of money for a toy like this, even if it’s a special-edition machine. Two predictions: One, this bike will sell out with no problems, despite the MSRP. Two, there will be a less-expensive version revealed on the show circuit soon. Vezi sursa
  11. Colorado is home to most of the highest peaks in the lower 48 states, providing stunning scenery and cooler temperatures during the hottest times of the year. It’s an amazing place to ride, and Exit Tours MC is offering three opportunities to explore some of the best Rocky Mountain rides that Colorado has to offer. They make all the arrangements for meals, places to stay, and transport of your gear while you enjoy the ride. However, unlike most tour companies that lead group rides from place to place, they instead provide GPS tracks, enabling you to explore on your own, at your own pace, and stop where and when you like. For those who don’t enjoy riding in groups, this provides all of the other benefits that come with a group ride, including not having to plan your own routes, but without riding as a group or with a strict itinerary. While these are not beginner rides, they are suitable for riders of most experience levels, with bypass routes available around some of the most difficult terrain. Continental Divide Adventure It’s too late to get onto this event, as it started this morning. It runs July 12 to 15, 2024, covering more than 750 miles and is suitable for all adventure bikes. This trip begins and ends in Colorado Springs and crosses the Continental Divide eleven times on both paved and dirt surfaces. Day 1 winds around the east and south side of Pikes Peak on old railroad right-of-ways, ending at a camp along the Arkansas River or a hotel in Poncha Springs or Salida. Day 2 takes you over more passes to a lunch stop in Aspen, covers parts of the Colorado BDR, and ends in Leadville. Day 3 is full of high mountain passes, including the highest unpaved mountain pass in the US, and returns to the Arkansas River or hotels from the end of Day 1. Day 4 is a 65% dirt loop back to Colorado Springs, including optional side trips through Garden of the Gods or up Pikes Peak, something I’ve done myself and would highly recommend. Maybe you can do the same, the next time Exit runs this route? Rather than the mountains, this trip, running from July 26 to 28, 2024, is a shorter 500-mile trip from Colorado Springs to the Great Sand Dunes, either through a challenging route over the Medano Pass or an easier route over Pass Creek Pass and La Veta Pass to avoid the sand. Both routes bring you to Sand Dunes Hot Springs for overnight camping and access to the hot springs for a soak after a long day’s ride. Day 2 also offers a choice between easy and difficult routes, ending at the Drift In Bar & Grill and Campground on the Arkansas River. Day 3 takes you back to Colorado Springs over old railroad lines, with options to visit the Garden of the Gods or Pikes Peak along the way. Unlike the first two point-to-point rides, the X-Roads BV from August 8 to 14, 2024, is based exclusively at River Park Mine, with stunning mountain views and private access to the Arkansas River. More than 40 routes are available, suitable for adventure bikes, dual-sports, and dedicated off-road bikes, with the Four Mile OHV Area across the street. There is plenty of room for camping, including RVs and toy haulers. You can even bring your adventure bike to ride mountain passes on some days and your off-road bike to explore the nearby trails on other days. Registration for each of these Rocky Mountain rides is available online for $450 with a $125 deposit. The maximum number of riders is limited to ensure enough space at the campgrounds and a good time for all without overcrowding. Vezi sursa
  12. The simplest motorcycle you can buy is back for another go-round, and so is its slightly-updated third cousin. For 2025, Yamaha’s fat-tire dual sport TW200 returns, and so does the XT250. 2025 Yamaha TW200 The Tee-Dub is unchanged for 2025 except for Bold New Graphics. That’s no surprise; the TW200 is practically unchanged since its debut back in 1987, and that’s partly why people like it so much. It’s one of very few dual sports available with a carburetor, and it’s the only one currently sold in the US with chunky, oversized tires front and rear. The world’s most fun bike at slow speeds? Quite possibly. Photo: Yamaha The 18-inch front wheel and 14-inch rear wheel mean low ground clearance compared to most dual sports, but this bike can handle sloppy terrain that would suck up other bikes. It’s an easy dual sport for beginners to ride, especially since the seat height is so low, and while it’s not very fun to ride fast off-road, the TW200 might be the machine that’s the most fun to ride slow. That front tire doesn’t always bite into gravel roads as hard as you’d like, but it’s useful if you ride a lot of boggy terrain. Photo: Yamaha If you want to fix the low fuel capacity (1.8 gallons), there are aftermarket solutions. You can find luggage racks and skid plates and handguards and all the other basic parts as well. But if you want more muscle? Just learn to be contented with the 13-ish horsepower. Yeah, you can put on a new carb and big-bore this bike, but that’s missing the whole point. It’s a light (278-pound wet weight) machine that is made to enjoy at a sensible pace. MSRP for the ’25 model is $4,999. More deets here. 2025 Yamaha XT250 The XT250 is the indirect descendent of the XT225, which was closely related to the TW200. It has an air-cooled 249cc single-cylinder engine, vs. the Tee-Dub’s 199cc single. The XT is also fuel-injected. But don’t expect a lot more power from the XT; it’s still a slow-ish bike. However, with a low seat height (32.7 inches, about an inch more than the TW200), it’s easy to ride for beginners or shorter-statured exerienced riders—or anyone who just wants or needs a small bike. The tire on that 21-inch front wheel is much more skinny than the TW’s front tire, but the XT is a better bike for gravel road riding than the TW. The easy-to-ride XT is a small machine, but if you wanted an affordable bike to explore South America, you can find parts easily once you’re down there. Photo: Yamaha The aftermarket will give you the basic parts you need to improve your XT: A skid plate, handguards, luggage rack, and so on. You could do much worse if you wanted an affordable bike to explore developing countries—these bikes are actually built in South America, so parts supply shouldn’t be a problem down there! Like the TW200, the XT only gets a paint job for 2025. Asking price in the US is $5,499, making it one of the cheapest dual sports you can buy this year; more info and photos here. Vezi sursa
  13. We’ve already been impressed with Rabaconda’s tire changers, both for ADV bikes with spoked wheels and cast wheels that use tubeless tires. Both of these tools let you swap tires at home instead of taking your wheels to a shop and paying them to do it. However, neither tire changer includes a way to balance your tires after you mount them, which is a critical step before hitting the road or trail. Rabaconda has just released a motorcycle wheel balancer, filling this gap and enabling you to do the entire process at home. It will handle up to a 21-inch wheel, which should suit ADV riders just fine. [embedded content] Unlike the tire changers, there is nothing particularly revolutionary about the wheel balancer’s design. This isn’t a bad thing because wheel balancers are simple and just work. Instead, Rabaconda focused on the portability of their balancer (it comes apart easily for storage in a small bag), the quality, and the usability. Photo: Rabaconda Take, for example, the HACS, which stands for Hand Adjustable Cone System. The cones that hold and center the wheel on the stand are on threaded bases, enabling you to fit them perfectly to your wheel by simply turning them. Traditional wheel balancers I’ve used have cones that use Allen screws to secure them to the balancer’s axle. These are easy to lose, as well as the wrench you use to tighten and loosen them. (Ask me how I know.) It will accommodate up to a 34mm diameter hub bearing, or up to 72mm with Rabaconda’s optional big hub adapters. It is also compatible with Rabaconda’s BMW shaft drive adapter. Photo: Rabaconda For many of us, space is at a premium, especially any flat work surface we have available. Rabaconda’s wheel balancer will work on a table or workbench, but it also includes a wall mount for easy installation in your garage, trailer, or toy hauler. This saves you from having to clear the workbench every time you want to balance a tire. Photo: Rabaconda The quality of this wheel balancer shows in the details, such as the stainless steel bearings. The lowest possible rolling resistance is required for the heavy spot of the wheel to identify itself by rotating to the bottom while on the stand. These bearings provide that. There are also three of them on each side, rather than the usual two, enabling the stand to be used vertically on a table or horizontally when mounted to a wall. Selling for $189, the Rabaconda motorcycle wheel balancer isn’t cheap. But given the quality and usability we’ve seen in the tire changers we’ve tested (we haven’t seen this balancer for ourselves yet), it seems worth it. You could get a cheaper stand at Harbor Freight, but it’ll only be Harbor Freight quality, and it will lack many of the Rabaconda’s features. If you’re going to use a wheel balancer regularly, you might as well invest in one like this that won’t give you any headaches. Vezi sursa
  14. Over the years, I have tested many mobile phone mounts from several different companies. Peak Design is one of those companies, and it has just launched a Kickstarter program to raise funding for its new Qi2 wireless mobile moto mount. Their next-generation mount features enhanced wireless charging, more attachment options, enhanced phone adjustment, and a new and better look. Although there are plenty of wireless charging moto mounts out there, Peak sets itself apart with its super-fast 15W Qi2 wireless charging. Qi2 is a big step up in charging capability compared to previous standard chargers. It may charge almost twice as fast as the standard charger you may have been using. As for the other qualities of Peak Design’s new mount, it uses a “magnetic array” to align your phone to the mount. There’s no twisting or fiddling with your phone to attach your phone to the mount. Once attached, anodized solid aluminum teeth securely lock your phone and its Peak Design case to the mount. To remove the phone from its mount, you can press either one of the two buttons at the back of the mount with your gloved hand. Finally, to help prevent vibration damage to your phone, Peak’s mount uses six vibration dampers to reduce harmful engine and road vibration. Unlike other major manufacturers, Peak Design has a history of launching its products via Kickstarter. This mount project is no different. The latest project is live now and ends on August 13, 2024. At the time of this article’s writing, more than $73K had been raised, surpassing Peak’s $50K goal. Vezi sursa
  15. Taiwan has seen an explosion in the popularity of electric scooters, mainly thanks to Gogoro. Their battery-swapping scooters have spread to many other Asian countries and have now come to the Americas thanks to an unlikely partnership with Terpei, Columbia’s leading fuel and lubrication company. Gogoro has pioneered a system of hot-swappable batteries and public charging stations that eliminate waiting to recharge, one of the biggest downsides of EVs. Simply stop by a battery station, exchange your depleted battery for a fully charged one, and keep on motoring as quickly as a gas stop. This system has become the standard in Taiwan, with other manufacturers adopting Gogoro’s design in the same way we’re seeing most auto manufacturers making their EVs compatible with Tesla’s Supercharger system. Of course, a small scooter battery is much easier to hot-swap than the giant batteries of electric cars, trucks, and SUVs. While many petroleum companies seem to be fighting against the rise of EVs, Terpei is embracing Gogoro’s technology. Four battery swap stations are already available at existing gas stations in Bogota. Terpei plans to add 14 more by the end of 2024, as well as expand to other Columbian cities like Medellin. This enables Terpei to continue offering all of the other services a gas station typically provides, from convenience stores to tire pumps, while also “refueling” electric scooters as well. It’s a brilliant move and one that other petroleum companies should consider. Some may say that this solution will only work in big cities, where people mainly commute short distances and don’t need a particularly long range, as we need in more sparsely populated areas of North America. Gogoro’s battery-swapping scooters have a maximum range of about 100 miles, which is nothing to sneeze at. Many gas-powered motorcycles, including many smaller dual sports and even the popular Harley-Davidson Sportster, require a fill-up after a similar distance, and we don’t (usually) complain about that. If the process of obtaining a fresh battery was as fast and easy as filling a gas tank, this system could work here as well. In fact, it would be the best of both worlds if home chargers were also available to those with the means to install one. This would enable owners to “top off the tank” overnight. Gogoro now has a foothold in Columbia and is on the Nasdaq exchange. Electric bikes are already here, and they’re not going away anytime soon. Big Oil should be asking itself not whether it can beat them but how it should join them. Vezi sursa
  16. The saying goes that the numbers don’t lie—and the numbers say that our moto-population is aging, and these aging riders are getting more and more statistically likely to crash. So, the Motorcycle Industry Council (aka the MIC, the body that represents the motorcycle manufacturers) is doing something about it. They’ve put together a new Motorcyclists Advisory Council that will interface with the National Highway Traffic Safety Administration (NHTSA). What exactly can the 13-person council do to help the NHTSA make riders safer? Their PR lays it out in vague generalities: “Areas of concern to the MAC include motorcyclist safety, construction, maintenance practices, barrier and road design, and the architecture and implementation of intelligent transportation system technologies.” Practically speaking, it’s easy to think of the sort of subjects the council can advocate the NHTSA to change. The biggest issue that’s looming for motorcyclists is the imminent rise in autonomous cars, which do the driving for their owner. Even if their owners aren’t supposed to let the car do all the thinking and steering for them, they are, and the results have been fatal. This issue is going to become increasingly prominent in the months and years to come. Other stuff is the same old problems we’ve been facing for years: cheese-grater roadside barriers, lane sharing and so on. The MIC says the 13-person council includes: Sunshine Beer and Jay Jackson, representing motorcyclist associations; Roberta Carlson, Manjunathan Kumar, James Andrew Landini, Rita Jean Lybek, and Ray Pierce, representing state governments; Roy Fair and Chanyoung Lee, representing road safety data and engineering professionals; Kevin Marshia, representing state transportation officials; Eric Perry, representing traffic safety systems professionals; and Jason Tolleson and Acting MIC President and CEO Scott Schloegel, who will represent motorcycle manufacturers and distributors. Their appointments are for two-year terms Thankfully, this isn’t one of those lobbying appointments where the feds don’t want to hear the advice given—or at least, the feds aren’t playing it that way. NHTSA Deputy Administrator Sophie Shulman said “We are committed to reducing motorcycle fatalities and making our roads safer for riders, and these 13 individuals will guide us in crafting new policies and strategies to save lives.” Well, that sounds promising at least. Let’s hope it results in positive change. Vezi sursa
  17. All images from BMW Motorrad Last week, we showed you the first official look at the new 2024 BMW R1300 GS Adventure. Feedback on the new model’s looks were mixed, but we only ran a few pix in that piece. Now, here are the rest of the photos, starting with the design shots. Remember, BMW has a new big boss in the design department (Alexander Buckan). Buckan took over in late 2023, so while he would have had input on this bike, it was most certainly underway long before he came to the helm. 2024 BMW R1300 GS Adventure — The Design And here’s a few dozen photos of the new bike. 2024 BMW R1300 GS Adventure — In the flesh 2024 BMW R1300 GS Adventure — In the Studio 2024 BMW R1300 GS Adventure — The ASA system BMW’s Automated Shift Assistant (ASA, for short) is its new twist-and-go transmission. This offers push-button shifting as well as auto shifting, with no foot lever for gear changes. Here are BMW’s photos of the bikes configured for this usage. Remember that this is optional; buyers can certainly have a standard six-speed shift setup, as that is the R1300 GS Adventure’s stock configuration. More details For Mike’s full write-up on the new bike, click here. Obviously, the machine is based around the new R1300 platform, with the updated flat twin engine combined with a new chassis and a larger fuel tank, as is standard on Adventure-series models for years now. But note that it doesn’t come with a 21-inch front wheel; the only current options are 19-inch front wheels. Does that suggest we’ll see an even more rugged version of the machine, the much-rumored M-series model, with the larger hoop up front? Stay tuned. Vezi sursa
  18. It’s halfway through 2024 now, and there are still no production bikes available to the public from Damon Motors. In our latest update from the company, we see they are working hard on securing a spot on the stock market. There is no mention of a planned start to manufacturing motorcycles. Here’s what Damon bigwig Jay Giraud said in the PR: For years now the motorcycle community has been asking about when Damon will become a publicly traded company, so they can help drive its success. I’m thrilled that we’ll soon be able to make it a reality. The PR opened with an announcement that “Damon Motors Inc., makers of high-performance electric motorcycles that are safer, smarter, and cleaner with up to 200 mph, 200 hp, and 200 miles of range, today provided an update on the previously announced proposed business combination (the “Business Combination” or “BCA”) with Grafiti Holding Inc. (“Grafiti”), a former subsidiary of XTI Aerospace, Inc. (formerly Inpixon, “XTI Aerospace”).” The deal they’re putting together is supposed to close in coming months, as long as it passes through regulatory approvals. Right now, the Securities and Exchange Commission (SEC) is going through the company’s proposal for a public listing on the Nasdaq exchange. From the PR, it appears they’re looking to close this deal by September 30, after it’s been in the making for about a year. But if you’re wondering when you can buy a Damon, or get a bike that you paid a deposit on? There’s no mention of a timeline. We do know Damon’s plans for a Canadian factory have been put on hold, and they reportedly planned to build a factory in California last we heard. But plans can change fast in the world of EV motorcycles. Vezi sursa
  19. So often when we think of adventure travel, we think of Africa, Asia, or the Americas. Wide open spaces, jungles, deserts. Who’d want to go to the tight corners of Europe? And yet, if you know where to go, Europe is filled excellent moto-touring and adventure riding opportunities. Right now, ADVwriter Egle Gerulaityte is working with the events organizers at The Cold Start to put together a ride through Croatia this September. This is done through Egle and her help at Big Little Rides, which offers accessible adventures all over the world—this one is aimed at beginner-to-intermediate riders. They call this one the Bikes & Boats tour because after you’re done riding, there’s a day trip on a private sailboat through the Croatian Islands. If you know anything about the Croatian coastline’s beauty, then that will sound like a pretty good time. But the riding is the focus here, with a 60-/40 split of gravel and pavement along the way, aboard rental Honda CRF250L and CRF300L dual sports: However, Croatia boasts more than just stunning shorelines. First, we’ll delve deep into the heart of the country, conquering rugged mountain passes to uncover hidden gems: cascading waterfalls, turquoise-hued swimming holes, and charming villages untouched by mass tourism. Along the way, we’ll savor delicious local cuisine at vineyards and ranches, immersing ourselves in Croatia’s rich culture and warm hospitality. Pricing for the tour is 3,450€ / $3,690, and that number doesn’t include your plane ticket to get to the start. The dates of this year’s Croatian tour are September 23-29; for more details, check out the Cold Start website. Vezi sursa
  20. Honda has produced over 100 million Super Cubs since its introduction in 1958, making it the most-produced motor vehicle in history. This figure doesn’t include other models that have tried to reproduce or improve on Honda’s design. Most of these imitators fail to live up to the original, but newcomer Leten might have succeeded in creating the ultimate Adventure Cub for the modern age. Leten is a Chinese company founded in 2021, and the LT 190 is their first motorcycle. While the overall design is similar to the venerable Super Cub, unlike many Chinese manufacturers, Leten didn’t simply copy and paste Honda’s original design. Unlike the Super Cub’s simple air-cooled engine, the 188 cc engine is water-cooled, has dual overhead cams, and produces 20 horsepower, twice as much as the Super Cub. It also transfers power to the back wheel through a scooter-like CVT instead of a centrifugal clutch, enabling the LT 190 to achieve a top speed of 120 km/h or 75 mph. This is not an ordinary Cub. Photo: Leten Stopping power comes from disc brakes, front and rear, equipped with ABS. The LT 190 even has traction control, which may seem unnecessary on such a low-powered machine but could be handy when the going gets slick. Handlebar controls allow the rider to adjust how sensitive ABS and traction control are, a feature that many popular adventure bikes don’t even have. Other tech features include a color display, tire pressure monitors, push-button start, LED lights all around, and even a lightweight lithium battery, all as standard equipment. Heated grips will be an available option. Photo: Leten Leten just put the LT 190 on sale, only in China at this time. The nature of China’s securely locked-down Internet has made it difficult to find the manufacturer’s website, so most of our info comes from a Motorrad article with corroborating information from other websites. This Adventure Cub will be sold in China for 14,580 yuan, which is approximately $2,000 US dollars. That’s almost half the price of a genuine Honda Super Cub, at $3,899, and the same as the Navi. An even less expensive 150 cc version with 16 horsepower is expected to be available soon. Photo: Leten Of course, it remains to be seen how the upstart’s reliability will compare to Honda, the king of reliable transportation. We also have no idea if Leten has any plans to sell the Adventure Cub outside China at some point. We’ll have to keep an eye on this model, and on Leten in general, to find out. Vezi sursa
  21. The wraps are off one of BMW’s most well-known and popular adventure motorcycles. The new BMW R 1300 GS Adventure has been revealed ahead of its 2024 Q4 market release. For this newest generation of big GS machines, BMW has made big (in reality, massive) changes to its largest displacement adventure machine. The list of changes, upgrades, and capabilities is very long, so the TLDNR is that the new 2025 BMW R 1300 GS Adventure includes: New engine Completely redesigned chassis Optional Automated Shift Assistant (no clutch lever) Upgraded electronic systems: Optional Electronic Dynamic Suspension Adjustment (DSA) with dynamic adjustment of the damping and spring rate as well as load compensation. Optional Adaptive Vehicle Height Control or Adaptive Vehicle Height Control Comfort. Standard Matrix LED headlights and newly developed auxiliary lights integrated into the body. Optional Headlight Pro with adaptive headlight. Standard Dynamic Cruise Control (DCC) with brake function. Optional Riding Assistant with Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning for safer and more convenient motorcycling. The many generations of the venerable GS. Image: BMW Motorrad That’s the brief list of changes, but the reality is that there are many other changes/upgrades and we will get into them in more detail below. Engine and Drivetrain Cradled in the R 1300 GS Adventure’s new frame is a completely redesigned boxer engine. The new powerplant now displaces 1,300 cc (106.5 mm bore and 73 mm stroke). The result is an engine that now produces a claimed 145 hp at 7,750 rpm with a max torque of 110 lb-ft at 6,250 rpm. With its 9,000 rpm redline, the new engine is BMW’s most potent Boxer engine to date. BMW also claims that the new 1,300 cc engine offers more torque across the entire rpm range, especially between 3,600 and 7,800 rpm. The BWM’s R 1300 GS Adventure’s engine has been heavily revised. Image: BMW Motorrad BMW’s ShiftCam technology is retained with a partial load cam that optimizes fuel economy and smooth running, while a full load cam is designed to optimize the engine’s performance. According to BMW: “The intake cams for the left and right-hand intake valves of the partial-load cam differ in stroke and angular position. This phase shift causes the two inlet valves to open with a time delay and to different extents. The effect of this phase shift manifests itself in a swirl and thus a stronger turbulence of the fuel-air mixture flowing into the combustion chamber. As a result, the new BMW R 1300 GS Adventure benefits from more effective combustion.” New Transmission The R 1300 GS Adventure’s six-speed transmission and clutch are integrated into the engine housing. This means that the transmission is no longer located behind the engine but underneath it. BMW claims the new arrangement reduces overall length and improves weight balance since the transmission shafts are now significantly shorter. The new configuration reduces the engine’s basic weight by 8.6 pounds. In addition, a greater concentration of mass moves towards the bike’s overall center of gravity to improve handling. Shaft Drive And Axle Hub The R 1300 GS Adventure’s new driveline changes extend to its shaft drive and rear axle hub. The shaft drive now has larger universal joints, and its reduced deflection angle reduces “…the non-uniformity of the rotational transmission that is inherent in propeller shaft joints.” In addition, the rear axle hub’s new design now has a longer rear axle stub for easier mounting and dismounting of the bike’s rear wheel. The shaft drive now has larger universal joints with a reduced deflection angle. BMW Motorrad Chassis and Suspension With a new engine, BMW decided it was time to design a completely new suspension. The chassis now has a new steel sheet metal main frame, which offers more compact packaging and higher stiffness than the frame it replaces. In addition, the rear frame features a completely new design. A new aluminum lattice tube frame replaces the previous steel tube construction. BMW’s choice of the load-bearing, hexagonal extruded aluminum tubes for the lower beam is based on its belief that the new R 1300 GS Adventure will be used primarily for long journeys. For 2025, the BMW R 1300 GS Adventure gets an all-new chassis. Photo: BMW Motorrad In that regard, seating comfort for the rider and passenger and a high-volume luggage system have been given “top priority.” Accordingly, a two-stage seat height adjustment for the rider’s seat and a longer, more comfortable seat for the rider and passenger are linked to the concept of the rear frame. Paralever and Telelever Updates Both ends of the R 1300 GS Adventure receive changes that BMW says combine the strengths of two previously used Telelver suspensions. Up front, the new Telelever Evo upper fork construction uses a handlebar decoupling system that prevents any detrimental tilting movement and only transmits steering forces. Ultimately, the new setup is said to “…create significantly greater rigidity, which is reflected in the noticeable increased ride stability of the new R 1300 GS Adventure. At the rear of the bike, the rear wheel guide has been redesigned. The new Paralever has a significantly stiffer connection via the suspension in the frame. Additionally, the swingarm bearing is now arranged off-axis of the rotation of the shaft drive joint. As a result of these changes, the R 1300 GS Adventure receives 0.8 inches more suspension travel at both the front and the rear of the machine, with spring travel now 8.3 inches at the front and 8.7 inches at the rear. Dynamic Suspension Adjustment (DSA) BMW says its standard latest iteration of DSA combines the dynamic adjustment of the front and rear damping with a corresponding adjustment of the spring rate (“spring stiffness”) in concert with the selected riding mode, riding condition, and maneuvers. According to BMW, the system’s automatic adjustment of the spring preload ensures appropriate load compensation. Optional Adaptive Vehicle Height Control (AVHC) and Adaptive Vehicle Height Control Comfort (AVHCC) The R 1300 GS Adventure has two standard adjustable seat heights of 34.3 inches and 35.0 inches. However, BMW’s optional AVHC offers fully automatic vehicle height adjustment depending on conditions. When stopped, the bike’s standard adjustable seat height is reduced by 1.2 inches to 33.1 inches / 33.8 inches. Once the bike is underway, the seat height automatically rises to 34.3 inches / 35 inches in approximately 3 seconds. Lowering takes only approximately 1.5 seconds. For even more adjustability, the AVHCC offers an additional 0.8-inch reduction in seat height, resulting in a seat height of 32.3 inches when stopped and 33.5 inches when moving. BMW says smaller/shorter riders will benefit from these systems which can be further customized with optional extras such as a low adjustable comfort seat and comfort handlebars. Braking The 2025 R 1300 GS Adventure gets two new radially mounted four-piston calipers with twin discs at the front and a single disc with two-piston floating calipers at the rear. All are coupled to BMW’s Full Integral ABS Pro. With this setup, the handbrake lever activates the front and rear brakes simultaneously, and the foot brake lever also actuates the front and rear brakes simultaneously. BMW claims the Full Integral ABS Pro system is optimized for on-road and off-road use, depending on the riding mode selected. However, in ABS Pro settings, the rider can still lock the rear wheel via the foot brake lever. Up front, the 2025 BMW R 1300 GS Adventure gets a new four-piston caliper and dual discs. The rear caliper and disc have also been redesigned. Photo: BMW Motorrad BMW’s Dynamic Brake Control (DBC) system backs up the Full ABS Pro system. According to BMW, when in “difficult situations,” the system prevents unintentional throttle application. Using the bike’s engine control, dive torque is reduced during braking, allowing the full use of the bike’s rear wheel braking power. Wheelsets Two different wheelsets are available for the R 1300 GS Adventure: a 3.0 x 19″ at the front and a 4.5 x 17″ at the rear. All model variants feature standard newly developed cross-spoke wheels with aluminum rims for dedicated off-road use. As an option, BMW offers forged wheels that are also intended for off-road use and provide the benefit of a 4-pound weight reduction. Ride Modes The R 1300 GS Adventure arrives with an additional standard ride mode and now has four modes compared to the previous model’s three. BMW says the “Rain” and “Road” modes allow riding characteristics for most road conditions. The machine’s “Enduro” mode is said to enable “…an enhanced riding experience off the beaten track with a specific setup for off-road use.” The 6.5-inch full color TFT screen is adjustable to display lots of data. Photo: BMW Motorrad The fourth riding mode, “Eco,” uses the engine’s ShiftCam technology to “…obtain maximum range from each tank of fuel.” In Eco mode, the rider experiences a gentler throttle curve and a moderate torque limitation to provide a riding style geared toward more efficient fuel consumption. In Eco mode, an efficiency indicator is displayed on the top line of the bike’s TFT display, giving the rider feedback on the machine’s fuel economy. If maximum performance is required, BMW says that the rider can quickly switch to another rider mode by using the ride mode button. Fuel Capacity The 2025 R 1300 GS Adventure’s fuel tank is made of aluminum. It holds 7.9 gallons of fuel, which should provide more than adequate range for longer trips. With a fuel capacity of 7.9 gallons from its welded aluminum fuel tank, range should not be an issue. Photo: BMW Motorrad Other Electronic Assistance Optional Riding Modes Pro The Optional Riding Modes Pro package adds three more ride modes, including Dynamic, Dynamic Pro, and Enduro Pro. In addition, the Dynamic Pro and Enduro Pro ride modes let the rider change the bike’s settings to their individual needs and preferences. The packages let the rider create ride a performance-oriented configuration like Dynamic and Dynamic Pro for paved roads and specialized off-road oriented settings for the bike’s Enduro and Enduro Pro modes. Engine Drag Torque Control The standard Engine Drag Torque Control helps to avoid unstable riding conditions caused by coasting and downshifting. If the rear wheel encounters excessive engine braking, the system opens the throttle valves to equalize “drag torque,” stabilizing the motorcycle. How the system behaves depends on the ride mode selected by the rider. In Eco, Rain, and Road modes, the Engine Drag Control provides maximum ride stability. However, in Dynamic and Dynamic Pro modes, the control system allows slightly more slip. While in Enduro mode, the engine’s “drag torque” is only minimally reduced. Optional Automated Shift Assistant (ASA) You know that lever on the left side of the handlebar? It’s gone. Yep, when equipped with the new Automated Shift Assistant, the left handlebar’s clutch lever has been removed “…to make motorcycling easier and more comfortable.” According to BMW: True to the motto “Simplify your ride”, the riding experience is enhanced by the automation of the clutch and gear shift, without sacrificing the emotionally important dynamics of the gear change. Bye, bye clutch lever. Photo: BMW Motorrad The ASA uses two mechanical actuators to automate the clutch and gear shifting of the bike’s six-speed transmission. There’s no need for a hand lever to operate the clutch manually. Using the bike’s D shift mode, the bike’s engine control unit automatically selects shift points. In Manual “M” shift mode, riders can decide when to make gear changes using the bike’s traditional gear shift lever. With the clutch lever removed, riders can select both manual mode (M) and automatic (D) modes with a push of a button at the base of the left handlebar. Photo: BMW Motorrad According to BMW, in both D and M modes, the rider receives “…perfectly executed gear changes with a smooth interruption of traction.” Downshifts are delivered as smoothly as possible to minimize disturbance to the chassis. Additionally, the specific characteristics of the automated shift function are assigned to each ride mode to ensure appropriate shift behavior in each riding situation. Benefits of ASA BMW says the benefits of ASA are substantial and include: Complete elimination of clutch operation by the rider. Dynamic and comfortable gear changes for more riding enjoyment. Choice of manual or automatic shift selection. Automatic adaptation of shift behavior to the rider’s dynamic preferences in automated mode D. Eliminates the possibility of engine stalling due to unfavorable gear changes. Without riding the bike, it’s difficult to know how well ASA performs. But for some riders, the elimination of the clutch lever may be considered a valuable asset, while others rue the loss of the muscle memory required by a clutch lever. Hill Start Control Another capability offered by the Rn1300 GS’s electronic system is the bike’s standard Hill Start Control. The system sets the bike’s brakes when either the foot or hand brakes are firmly applied. Once the throttle is applied, the brakes are released. Optional Riding Assistant with Active Cruise Control (ACC), Front Collision Warning (FCW) and Lane Change Warning (LCW) The R 1300 GS Adventure comes with standard Dynamic Cruise Control (DCC), which uses an integral braking function. The DCC can apply the bike’s brakes to maintain the selected speed on downhill sections. If equipped with the optional Riding Assistant, the bike receives Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (FCW). The ACC improves safety with its electronic cruise control, which can be set to maintain the desired riding speed and the distance to the vehicle in front. The system uses a radar sensor to determine the distance to the vehicle ahead based on yaw rate and speed. If the distance decreases, the ACC reduces the bike’s speed and restores the selected distance. FCW with brake intervention is intended to provide protection from collisions and help reduce the severity of accidents. It uses the ACC’s radar to help provide protection from rear-end collisions. LCW monitors the lanes to the right and left in support of the motorcycle’s mirrors. A radar also monitors the blindspots to the motorcycle’s rear. If a vehicle is approaching or “dangerously close” and could potentially be overlooked by the rider, the system warns the rider against changing lanes using a symbol in the respective rearview mirror. Lighting BMW has designed a new and smaller LED headlight for the R 1300 GS Adventure. It also features two “extra-flat” auxiliary LED headlamps that blend into the bike’s bodywork. BMW says the combination provides “unprecedented clarity.” The bike’s front LED turn signals are now integrated into its hand guards, and LED turn signals are also used at the rear of the bike. The new LED headlight can be equipped with optional adaptive lighting for better lighting in corners. LED auxiliary lights are mounted flush to the front of the tank. Photo: BMW Motorrad You can also get the newest GS with the optional Adaptive Headlight Pro. The upgraded lighting ensures the beam of the LED headlight automatically turns into the corner according to the bike’s lean angle. As a result, the corner is better illuminated because the beam moves where the motorcycle is heading. Power sources To power your electronics, the bike features a 12-volt onboard power socket on the right-hand side of the cockpit. In addition, there is a USB-C socket with a 5-volt power supply in the hinged smartphone-carrying compartment on the top of the tank. A 2.4 amp charging current is available, enabling fast charging depending on your smartphone type. 6.5-inch Full Color TFT Screen The GS’s 6.5-inch full-color display gives the rider access to vehicle and connectivity functions. An additional Sport screen provides performance information like lean angle, traction, and braking behavior, as well as a sport rev counter and gear indicator. The screen also offers Bluetooth connectivity so a rider can make phone calls or listen to music when the rider’s smartphone is connected. In addition, when using the BMW Motorrad Connected App, riders can receive navigation assistance directly on the screen. Standard SOS function The bike features an eCall system, which BMW calls “Intelligent Emergency Call.” Its purpose is to get help to the scene of an accident as quickly as possible. The system can be activated automatically or manually by pressing the SOS button on the right handlebar. 3 Variants In addition to the basic model, the 2025 BMW R 1300 GS Adventure is available in three additional variants: Triple Black – Model with a black paint scheme GS Trophy – Model more focused on off-road capability and sporty color scheme. Option 719 Karakorum- Aurelius Green Metallic paint. More elegant look. Images: BMW Motorrad Summary: The 2025 BMW R 1300 GS Adventure is a significant departure from its former models. According to BMW, the new GS is designed for longer journeys. The bike’s electronic systems provide much assistance to riders who desire a motorcycle capable of world travel while offering the latest electronic safety, rider enhancements, and convenience. Pricing and Availability The 2025 BMW R 1300 GS Adventure’s will be available in Q4 2024. Pricing will be revealed closer to the motorcycle’s launch date. Technical Data R 1300 GS Adventure Engine Capacity cc 1,300 Bore/stroke mm 106.5 x 73 Output hp 145 @ 7,750 rpm Torque ft-lbs. 110 @ 6,500 rpm Type Air/liquid-cooled 2-cylinder 4-stroke boxer engine with two overhead, chain-driven camshafts, a counterbalance shaft, and variable intake camshaft control system BMW ShiftCam Compression 13.3/1 Fuel Premium unleaded 95 RON Valves per cylinder 4 Ø intake/outlet mm 44 / 35.6 Ø throttle valve mm 52 Engine control BMS-O Emission control Closed-loop three-way catalytic converter, exhaust standard EU-5 Electrical system Generator W 650 Battery V/Ah 12/14 Headlight LED Rear light Function-integrated LED brake/rear lights Starter W 900 Power transmission Clutch Wet clutch with anti-hopping function, hydraulically activated Gearbox Claw-shift 6-speed transmission Primary ratio 1.479 Transmission ratios I 2.438 II 1.714 III 1.296 IV 1.059 V 0.906 VI 0.794 Secondary drive Propeller shaft Primary ratio 1.184 Secondary ratio 2.909 Chassis Frame construction type Two-part frame concept consisting of main frame and rear frame bolted to it, engine co-supporting Front wheel guide EVO Telelever DSA central strut Rear wheel suspension Cast aluminum single-sided swingarm with BMW Motorrad EVO Paralever, DSA Spring travel, front/rear inches 8.3 / 8.7 Wheel castor inches 4.7 Wheelbase inches 60.4 Steering head angle degrees 63.8 Brakes front Twin disc brake, semi-floating brake discs, Ø 310 mm, 4-piston radial calipers rear Single disc brake, Ø 285 mm, 2-piston floating caliper ABS BMW Motorrad ABS Pro (lean angle optimized) as standard Wheels Cross-spoke wheels front inches 3.00 x 19” rear 4.50 x 17” Tires front 120/70 R 19 rear 170/60 R 17 Dimensions and weights Total length inches 89.8 Total width incl. hand protect. inches 39.8 Seat height (max range) inches 34.3 / 35.0 (31.0 – 36.0) DIN unladen weight, road ready lbs. 593 Permitted total weight lbs. 1,069 Fuel tank capacity gallons 7.9 Performance figures Acceleration 0-100 km/h seconds 3.4 Top speed mph >124 Standard Equipment: 1,300 cc air/liquid boxer twin motor with ShiftCam technology. 6-speed helical-toothed gearbox with anti-hopping clutch and shaft drive. Steering stabilizer. BMW Motorrad EVO Telelever front suspension. BMW Motorrad Paralever rear suspension. Twin disk front brakes with radial front calipers. Cross-spoke wheels. Aluminum 7.9-gallon fuel tanks with attachment points. BMW Full Integral ABS Pro. Dynamic Brake Control. DCC Dynamic Cruise Control with brake function (maintains speed on inclines). MSR Dynamic Engine Brake Control. DTC Dynamic Traction Control. Hill Start Assist. TPM Tire Pressure Monitor. Keyless Ride. Riding Modes. Heated grips. Full LED lighting with Matrix headlight. Hand protection with LED Comfort turn signals. Adjustable clutch and hand brake levers. Electronic immobilizer. 6.5-inch TFT display with Connectivity and on-board computer. Storage compartment with charging function. Multi-function controller. 12v power socket. Separate rider and passenger seats. Luggage Rack. Adjustable windscreen. Engine protection guard. Center Stand. M Lightweight battery. Intelligent Emergency Call. Ultimate Care Break-In Service. Available Optional Equipment Premium Package Riding Modes Pro. Sport Brakes. Riding Assistant. Shift Assistant Pro or Automated Shift Assistant. Headlight Pro. GPS prep. Chrome plated headers. Electrically adjustable windshield. Aluminum side case mounts. Aluminum top case mount. Enduro Package Pro Handlebar risers. Short enduro hand levers. Height-adjustable GS Vario rider footrests. Hand protectors. Front turn signal relocation stalks. Individual Options Passenger Package: Luggage rack, Comfort passenger seat, Style GS Trophy only. Enduro forged wheels. Double exhaust silencer. Adaptive Vehicle Height Control. Adaptive Vehicle Height Control Comfort. ASA Automated Shift Assistant. Comfort handlebars High windshield. Riding Assistant. Anti-theft alarm (dealer-installed accessory). Off-road tires. Cross-spoke wheels (black). Cross-spoke wheels II (gold). Comfort rider’s seat. Comfort rider’s seat, low. Comfort rider’s seat, high. Comfort passenger seat. Vezi sursa
  22. As soon as we saw the Triumph Scrambler 400X released last year, two things were obvious. First, at its excellent intro price, Triumph would sell these by the container-load. Second, the aftermarket was going to gear up for this machine, big-time. And now both those things are very much coming true. Rally Raid has just announced it’s getting ready to kit out the mini-scrambler with hard parts that will make it a better off-roader. Specifically, it’s offering a lowered “Level 1” suspension that’s intended to make the bike easier to ride for short-legged motorcyclists. The shock has an adjustable lower mounting eyelet that allows the rider to reduce rear ride height in a range of 20-50 mm. The shock also has improved, adjustable damping, more oil capacity (resisting shock fade) and a preload adjustment collar at the base of the shock for easy access. Buyers can opt for a range of spring rates, to match their loaded weight (rider plus luggage). Rally Raid also offers a Level 2 shock for the Scrambler 400X, which retains stock seat height. Rally Raid says the standard Scrambler 400X already has plenty of suspension travel, so the Level 2 shock instead focuses on improved (and adjustable) damping, as well as an easy-to-reach preload adjustment collar at bottom of the shock, and your choice of spring rate. Rally Raid also offers a new 150 mm Fork Kit that gives spring preload adjustment, your choice of spring rates, and a higher front end that balances out the bike’s stock nose-heavy stance: Our comprehensive longer-travel fork kit completely replaces the internal components with our own design 22mm diameter open cartridges (one in each leg), offering +10mm spring preload adjustment and individual rebound and compression damping adjustment in the replacement fork caps. Our Scrambler Fork kit is available with a choice of two spring rates (standard and heavy duty), comes complete with our special fork cap tool and a bottle our recommended weight fork oil, and is designed for DIY fit at home. Rally Raid also offers new Excel tubeless spoked rims (19-inch front, 17-inch rear). Here’s their description from the ADVrider forum Vendors thread: Here at Rally Raid Products we pioneered retrofitting cast-wheel bikes with our own in-house designed and machined hubs laced with stainless steel spokes (which resist corrosion) to high-quality [Excel] tubeless rims, which are then professionally vulcanised by BARTubeless to offer fully guaranteed and warrantied tubeless spoked wheels, which are a direct replacement fit for the OEM cast wheels, including accepting all the original brake disc, ABS and drive sprocket hardware making the swap both easy and more affordable. Rally Raid also offers luggage options for the Scrambler 400X, and instrument mounts. Check out their thread for full details, and an explanation of why they’re offering what they’re offering, and why they shied away from some other farkle options. And below, you can see Nathan Millward’s YouTube video showing off the kit: [embedded content] Vezi sursa
  23. The Harley-Davidson Pan America adventure bike isn’t just an expensive parking lot decoration for doctors and lawyers and such. It’s perfectly capable of hard use, including racing, and the MoCo has proved this again with a pair of Super Hooligan wins gone to Cody Wyman and Jake Lewis. Last weekend in Super Hooligan racing action at Ridge Motorsports Park in Shelton, Washington, racers on Pan America 1250s took four of six podium positions, including both race wins. Super Hooligan racing runs alongside the MotoAmerica superbike series. The bikes are race-prepped street models like the Indian FTR naked bike series, or Harley-Davidson’s Pan America adventure bike series. In this case, the riders at Ridge Motorsports Park were on machines built off a Pan America Special. Here’s how Harley-Davidson said the race went: On Saturday, pouring rain created challenging racing conditions and caused the race distance to be shortened from 8 to 6 laps of the 2.47-mile, 16-turn Ridge course. On the first lap, Wyman jumped from eighth position on the starting grid to second place and took the lead on lap 2 with a pass of Team Saddlemen/Harley-Davidson rider Cory West. Wyman was leading by 1.3 seconds when the race was red flagged for a crashed bike on the track surface. West led Wyman briefly when the race was re-started, but West slid off the track in turn 3 and Wyman, in smooth control on the wet surface, sped away from the field. KWR/Harley-Davidson rider Hayden Schultz moved into second place. Wyman crossed the finish line 7.99 seconds clear of Schultz for a 1-2 finish for the KWR/Harley-Davidson team. S&S/Indian rider Tyler O’Hara finished in third place, more than 13 seconds behind Wyman. On the next day, on a dry track: West, Lewis, and O’Hara broke away from the field on lap 2, and Lewis got past West for the lead on lap 3. Lewis then pulled away, opening a gap of more than 4 seconds by lap 6 of the 8-lap race. A short off-track bobble on the final lap cost Lewis some time but he still beat O’Hara to the finish by 2.00 seconds. West finished third, 4.895 seconds back. At the end of the second doubleheader in the Super Hooligan series, Wyman is now second overall, behind Tyler O’Hara (who’s currently riding an Indian). Other racing endeavors At this point it’s worth noting that Harley-Davidson seems keen to get their bike out in competition, as we already saw Juan Pedrero Garcia piloting a Pan America in the Africa Eco Race this year. He didn’t win, but he did finish the race on the basically-stock machine. It leaves us curious as to what else this motorcycle is capable of? Vezi sursa
  24. If you have an adventure bike and you want to improve your off-road skills, then Traction eRag has heard your cries of moto-inadequacy, and has a plan to help. The irreverent crew of tour guides and skills trainers says they are working on a new “Cross Training ADV” camp, running late this summer. The idea is this: The basic skills of balance, clutch control, throttle control and body position are the same no matter what size your bike is. Traction eRag’s crew will teach you these skills on an enduro bike (which they provide as part of the program) and then you can go home and put those skills to use. Here’s what the program covers, according to the eRag site: Bike setup for off-road use Default body position Weight distribution Energy conservation techniques Static balance Lifting your motorcycle properly Full lock turns Head position Braking techniques (basic and advanced) Turn initiation Basic and advanced cornering Weight/deweight Unloading the front wheel Basic obstacle crossing techniques 180 turns in small spaces Hill climbs and descents Trail riding Skill based games and challenges! The five-day training camp will run in British Columbia, Canada sometime around the end of August and start of September. Organizers are still working out some details. To take part, you must apply (see their site here) and if you’re accepted, you get a detailed list of what gear to bring. They emphasize that you want dirt bike gear, not heavy-duty ADV kit. When the camp runs, you’ll fly from your home to Vancouver International aiport (that airfare isn’t included in the price). From there, you’ll fly to Traction’s local airstrip (that airfare is included). Six nights’ lodging is included in the price, and your breakfast, trail lunch and dinner. The all-inclusive price is $4,475. For more info, check out their site here. Vezi sursa
  25. ROKFORM, a maker of premium motorcycle accessory mounts, is launching its newest motorcycle mount. Called the “Pro Ball Motorcycle Mount,” the company says it is “…engineered to endure the toughest conditions while securely holding a smartphone.” The new mount uses a double rubber ball and socket design which ROKFORM claims “…offers almost limitless adjustability, allowing riders to position their device for optimal visibility and accessibility.” Premium Quality Design According to ROKFORM CEO Jeff Whitten, their customers demand a higher level of quality, saying: Our customers demand a higher level of quality with our motorcycle mounts compared to our competitors, and meeting and exceeding our customers’ needs is always our top priority. The all-new Pro Ball Motorcycle Mount elevates our offerings to the next level. After over a year of meticulous development, we crafted this mount not only for exceptional performance but also to complement the bike’s aesthetics seamlessly. We aim to deliver a premium product that instills confidence in riders, ensuring their phone is secure while maintaining a sleek and unobtrusive design that enhances the bike’s look. An included flush set screw can be used in place of the traditional two bladed knob for a sleeker look. Photo: ROKFORM ROKFORM Pro Ball Mount Features ROKFORM’s Pro Ball Motorcycle Mounts include several features that make it an option for moto riders who want a sturdy and clean design. Key features include: Material: Crafted from aircraft-grade aluminum with stainless steel hardware to resist rust and corrosion. Adjustability: The double rubber ball joints allow for almost limitless adjustability. Compatibility: Fits handlebars ranging from 7/8″ (22mm) to 1.5″ (38mm), for versatility. Installation: Easy setup within minutes using the included tool. Security: Includes a removable safety lanyard for added security on and off the bike. Vibration Dampener Compatibility: Safeguards the phone’s internals from vibration damage. Clean design: For a sleeker look, an included flush mount screw can replace the usual two bladed knob used to adjust and lock the mount’s position. Finish: Available in UV-anodized black aluminum finish. The ROKFORM Pro Ball Motorcycle Mount is available on ROKFORM’s website for $169.99. If you would like to add a ROKFORM motorcycle Mount Vibration Damper, you can also order it from ROKFORM’s website for an additional $29.99. Vezi sursa
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