Motorcycle News - MO Tested: Eargasm Earplugs Review
http://bit.ly/2GMilPZ I hate earplugs. I find shoving cheap bits of foam in my ears, which usually want to fall right back out, discomforting. Both to my ears physically and to my belief that they will actually do something to protect my hearing as they slowly push themselves back out of my ear canal, they provide little comfort. Of course, as a motorcyclist, I’ve been told since day one that I should be riding with ear plugs. Those people are right. At highway speed, the decibel rating inside of almost any helmet is going to be over 85 db, enough to cause permanent hearing damage, and more likely to be up near 100 db, which causes irreparable harm to one’s hearing in only 15 minutes. I’m told motorcycles typically idle around 85 db, so any way you slice it, hearing protection is, at minimum, a good idea. If bright orange foam earplugs leave you wanting more, you’re not alone. I decided to do a bit of research into options for more advanced earplugs after MO’s own Evans Brasfield scribed (typed) a Best Motorcycle Earplugs article. Evans’ article does a great job of showcasing earplugs from the fluorescent foam end of the spectrum to custom-fit-to-your-ear-hole jobs and many things in between. One of which, I had heard of before and decided I’d give a chance to turn my auditory misdeeds around. I’d heard the company’s name somewhere before. Ah, that’s right, Big Boi of Outkast said it thusly, “Drip, drip, drop there goes an eargasm.” I’ll let you Google the rest of the lyrics so we can keep it PG here on the pages of Motorcycle.com. Eargasm Earplugs. I’d spent my whole life without ever having Eargasms. The closest I had been was that tingling sensation one gets from jamming a Q-Tip into their ear canal. You know the feeling, eyes starting to roll back, but not quite an eargasm. Now that all of that sexual innuendo is out of the way, I can say that stuffing these medical-grade rubber silicone silencers into my ears was a pleasurable experience. The soft silicone makes for an instantly comfortable fit. A far cry from the lesser foam plugs I had attempted to make work before. A little too girthy for you right out of the box? You’re in luck, each set of Eargasm earplugs come with two sizes of silicone shells which you are able to swap the noise filter between. Speaking of the noise filter, just how much noise are these filters filtering? The company claims a 21 db attenuation while the NRR (Noise Reduction Rating) is listed as 16 db. Eargasm is quick to mention that they believe the NRR has “vastly understated the capabilities of their earplugs” and to expect a 21 db noise reduction. I can attest to the use of these plugs while riding. I have no issue slipping on even the tightest of lids with these earplugs as they are tucked nicely out of the way with a small silicon tab ready for you to use to pull them out. Riding with these earplugs is like being wrapped in a sound deadening blanket. After using them for hours on end of freeway speeds on the way to California from Colorado, on a bike with a rather small windscreen, I couldn’t go back to riding without them. A key feature of higher quality earplugs like the Eargasm are the fact that the filter works to give the user the full spectrum of sound while reducing decibels to safer levels whereas a foam earplug reduces decibels, but also distorts sound quality making it more difficult to hear specific sounds. The Eargasm earplugs come with a water and dustproof metal carrying container. On my last few long rides, I used the keyring on the container to fasten it to my luggage for an easy place to stow the plugs when off of the bike. Did the Eargasm earplugs change riding for me? To an extent. I still have to get myself in the habit of grabbing them each time I hop on the bike. Particularly so for the long droning highway stints. Will these earplugs save you from hearing loss if you’re running straight pipes and balk at any speed below triple digits? Probably not. But, like motorcycling as a whole, it’s all about risk mitigation. For $34.88 on Amazon, they’re definitely worth trying out. What’s your hearing worth? I said, WHAT’S YOUR HEARING WORTH?! Motorcycles via Motorcycle.com http://bit.ly/2ComzZy December 21, 2018 at 09:03AM
Motorcycle News - AVIGNON AND ON. Volpi Motorcycles’ Honda CB350 Tracker
http://bit.ly/2rMbZFK Written by Martin Hodgson Once the seat of the Catholic Popes, the fortified city of Avignon in southern France is resplendent with stunning Roman and Gothic architecture; but it also has a rich motorsport history. The Circuit de Lédenon is nestled on the opposite bank of the Rhone and F1 legend Jean Alesi’s father once built Monte Carlo winning rally cars here. Now there is a new man in town, tucked away in a small workshop, Matthieu Volpi builds motorcycles to the most exacting of standards. His latest Volpi Motorcycle creation is this stunning 1972 Honda CB350 flat tracker, designed for the learner who wants it all. Over recent years such has Matthieu’s reputation grown that his small shop is bursting at the seams with customer’s bikes waiting their turn for his magical touch. Inside, everything from the latest BMW S1000RR superbikes to old school cool Kawasaki Z1’s line up to be next in the queue. But his passion is for the custom builds that also allow him to show off his creative flare as well as his meticulous mechanical nous. However for this project he had something unique in mind, a flat tracker for the road, built to a very high standard and for a very particular sector of the market. Like many European countries, France places a power limit of 47hp for new riders and Matthieu was looking for a bike that fit this criterion; who says learners can’t have cool bikes too. With his talent for building old Honda‘s the CB350 made perfect sense and he managed to track down a ’72 example, although she’d seen better days. But not to worry as once back at Volpi Motorcycle there wasn’t an inch that would be left untouched. The first order of business was stripping it down to a basic roller and getting to work on the frame. All the old rust, oil and grime was cleaned off before the whole chassis was ground smooth, excess tabs removed and imperfections filled. Then the grinder was whizzed into life and the entire rear subframe was cut off and slung to the floor. In its place a new, drastically improved piece was fabricated, with a neat up kick to support the seat to come. Extra bracing was added, new upper shock mounts affixed and then Matthieu constructed an integrated box to store the wiring neatly under the seat. The swingarm also gets some modifications with the heel guards built into the design with Volpi logos for good measure.
“Then the grinder was whizzed into life and the entire rear subframe was cut off and slung to the floor.”
All this handiwork was then treated to a blast and a good coat of hard-wearing powder in a colour perfect for camouflaging days in the dirt. Now with the chassis back, it could be turned into a roller and swinging the back-end are a custom set of YSS shocks. But it’s up front where the extra effort went, the standard sticks are gone and in their place a pair of USD Suzuki RGV125 items have been adapted to fit. These of course were completely rebuilt back to factory specs and the modern caliper and drilled rotor supply superior stopping power. A Derby front hub makes the spoked conversion possible and both ends are wrapped up in Heidenau rubber. Now it was time to make the little CB look as good as the rest of the build and starting at the front the factory headlight has been ditched for a race board with twin LEDs serving as the headlights. The next changed required the moving of the ignition key to under the seat and then a later CB tank with fuller lines was massaged to fit. The tailpiece is simple but perfectly executed, giving the tracker look and a little more acreage to lay on the paint. The bright orange with white contrasting stripes is the perfect combination to capture a keen young eye and the seat gets the stitching to match. To say Matthieu takes engine building seriously is an understatement and he’s the man when it comes to old school carbies in the south of France. The little 325cc Honda twin might be a basic motor, but he’s assembled it with the dedication and care you would normally expect from a six-figure race engine. Every last component is stripped, blasted and repainted, every seal, gasket and bolt replaced and if a component isn’t perfect it doesn’t go back in. The gearbox had some excess play, so you guessed it, it too was torn down and rebuilt to factory specs. To get it all running again the old wiring would always prove a weak point and a handcrafted loom with new coil does the job. Even the electric starter motor is rebuilt with NOS parts and given the beauty treatment. Then it was over to the K4 carbs that are rebuilt to suit the other breathing mods to come and fitted up with foam filters that deal with the dust better than their mesh counterparts. The final piece to the engine puzzle is the stunning exhaust; the stainless tubes tuck tight to the engine and finish out with slash cuts to match the lines of the frame. With a hell of a learner bike on his hands, the final details are all about making the bike practical for its young owner and to keep the French plod happy. New switchgear brings things into the 21st century, while a tiny little tail light and turn signals get the right registration approval. Volpi has even crafted a quick change front headlight and rear guard for when practical has to come before beauty. Now, wherever you look there isn’t a single part of the bike that hasn’t been touched and improved by Matthieu’s magic hand. But more importantly the hopped up and stripped down Honda is a blast to ride and one young Frenchman is leaving 2018 with a rooster tail of rocks in its eyes! [ Volpi Motorcycles – Instagram | Photos by Jean Sebastien Batailler ] Motorcycles via Pipeburn.com http://bit.ly/2LvgxJz December 21, 2018 at 08:23AM
MotoGP News - Doohan: Marc Marquez would still win MotoGP races if he left Honda
http://bit.ly/2CrjnfP Marc Marquez would still win races in MotoGP if he ever decided to leave Honda, says five-time champion Mick Doohan... Motogp Motorcycle Racing News via MotoGP news - Autosport http://bit.ly/2uOa9Ei December 21, 2018 at 07:42AM
Motorcycle News - Top 10 Gifts for Any Dirt Rider
http://bit.ly/2SWKTr4 We’ve covered motorcyclist’s wishlists of all sort in previous years, but with the popularity of off-road and dual-sport riding growing, we felt we should throw together a list of what these special riders of ours might like more than the odd set of socks. We’ve put together our list of the top 10 gifts for dirt riders below. This list is indiscriminate. If your special someone likes riding trails, off-road, or motocross, you better believe they could benefit from the items on this list. TiresThey go much quicker on dual-sport bikes. Off-road bikes take advantage of the knobbly tread that gives the best traction off-road. Of course, these tires tend to wear much quicker than a traditional motorcycle tire and therefore, any dirt or dual-sport rider would be hecka-stoked to find a new set of freshies under the tree this holiday season. Air FiltersIf you live in a dusty clime like SoCal, Baja or the surrounding area, you know dust can be a major inhibitor of how much fun, and how long you can ride. Let your filter get caked, and you’re likely to be popping and burbling your entire way down the trail. It’s best to have a few filters clean and ready to go should you find the installed one caked with dust. Pre-oiled filters are available from many retailers including Rocky Mountain ATV. Oil and Oil FiltersProbably the most changed parts on a dirtbike, the oil and oil filter should be swapped out for a fresh one fairly regularly. The dirt bike oil filter does as much as it can to keep particles out of the lifeblood of the bike, though some make their way through. Combine that with the normal wear and tear of these bikes, and you have plenty of granular bits floating around, so it’s best to flush out your engine before it can cycle too many times. TubesMost dirtbikes and dual-sports use tube-type tires. Therefore, it’s best to keep a small stock in the garage if you do much off-road riding. 21-inch fronts and 17- or 19-inch rears, whichever you need. If you’re like me, you’ll need all of the above. Any donation to the tube stock is more than welcome. GripsGrips also tend to wear out much faster on off-road bikes. We tend to grip ‘em harder while the grips also are commonly made out of softer rubber to allow for better grip. That being said, it’s always nice to have a fresh pair of grippy hand grips in the hopper for the first ride of the season. LensesNothing’s worse than getting a big ol’ chip in the middle of your tinted goggles. Well, I’m sure there are worse things, but chipped goggles suck. If you’re following too closely off-road or riding close on-road, the tiniest of rocks can ruin your vision. Having a couple of back-ups is never a bad thing. LightsLet there be light! It’s no secret OEM lights rarely provide the type of nighttime performance we would like. Companies like Baja Designs and others have spent their lives crafting and perfecting optimal off-road lighting. Give’em a try to see the difference. A Bigger Fuel TankDon’t let anyone tell you differently, size matters, and your 2-gallon tank isn’t going to give you the range needed to appropriately explore those hills. Look to an aftermarket company like IMS or Acerbis to extend your range further. Tanks are available from these manufacturers delivering 3-4 gallon capacities in order to carry plenty of petrol as you play out your inner Magellan. A new dual-sport bikeI’m currently in the predicament of my current bike working just fine, but wanting a newer one simply because, as we say at MO, new is newer… or something like that. What motorcyclist wouldn’t want a new ride?! If you have the means, it’s the ultimate present. The post Top 10 Gifts for Any Dirt Rider appeared first on Motorcycle.com. Motorcycles via Motorcycle.com http://bit.ly/2ComzZy December 20, 2018 at 06:34PM
Motorcycle News - How to Juice the Electric Motorcycle Market
https://ift.tt/2R5GTr3 For starters, Zero is branching out by sharing its electric powertrain with vehicles packing more than two wheels. At this year’s IDTechEx Show! in Santa Clara, California, Zero showed off an electric Vanderhall (lead photo), along with a four-wheeled electric go-kart, both using its powertrain. According to an IDTechEx Research report, that’s a good idea given that the motorcycle market is the western world has been stagnant for the last decade. Italy’s Energica seconds that emotion, but adds that while the western motorcycle industry may be stagnant, electric motorcycle sales are growing in the rest of the world: Tapping into markets in Asia and supplying quality powertrains for other light electric vehicles will be important paths to growth going forward. The rest of the report follows. Electric motorcycles: the search for new markets Thursday, 20 December 2018 IDTechEx Cambridge, UK Zero Motorcycles have exhibited at the past two IDTechEx events, and typically showcase their sporty S and off-road DS models, as well as their impressive 45kW electric motors (designed from scratch in California and produced at a factory in China). This year, at the IDTechEx Show! in Santa Clara California, things were markedly different. Zero staged two more light electric vehicles: a three-wheeled electric Vanderhall, and a four-wheeled electric go-kart, both using its powertrain. While these are still niche categories (in fact, the gasoline version of the Vanderhall has only been available to buy for the past couple of years), it is a statement from the company that it does not want to be thought of as purely a motorcycle brand. As found in the IDTechEx Research report Electric Two-wheelers 2019 – 2029, it reflects a stagnating motorcycle industry, which has been unable to attract a new younger audience for the past decade. The gasoline version of the Vanderhall ‘Venice’, the cheapest model, is on sale for just under $30,000 — cheaper than a Harley Davidson touring bike. The electric version would be slightly more expensive, but much cheaper to run.
Energica, an electric superbike maker based in Italy, echoed Zero Motorcycles’ troubles during its conference presentation, showing motorcycle sales data that has flatlined since the economic crisis (see below). Part of issue is down to safety conscious millennials: 5.4 percent of Baby Boomers owned a motorcycle versus 1.6 percent of Millennials, according to presented data. Another issue is the perceived image: ‘In the U.S. motorcycles are not a mode of transportation — they are above all a personal expression’ said Mr Stefano Benatti, CEO. The result: it is harder for electric two-wheelers to break from the image of ‘a dowdy commuter vehicle for environmental fanatics’ which auto startups like Tesla have done so well. However, while the western motorcycle industry as a whole is stagnant, electric motorcycle sales are growing: they are not necessarily viewed as ‘dowdy’ once ridden. Increasing sales further will require fresh strategies like tapping into markets in Asia, or supplying quality powertrains for other light electric vehicles.
A cautionary tale in the industry has been the story of Alta Motors: an electric motocross bike start-up once based in California. Alta’s strategy was also to look beyond the premium motorcycle segment — it intended to produce low-power e-scooters in high volume, tapping into markets in Asia (India for example sells roughly 20 million motorcycles per year, most < 200cc). However, before things could really take off the company ran out of cash, and production ceased in October 2018. Zero’s strategy is more cautious: trying toopen up new markets by becoming a powertrain supplier, without making something new, may be a winning strategy. Learn more in the IDTechEx report Electric Two-Wheelers 2019 – 2029. Based on a global assessment IDTechEx Research has developed forecasts by category and region for 2019 – 2029. The key takeaways / benefits of the research in this report are: • Analysis of where e-bikes, e-scooters and e-motorcycles will be dominant and why, including historical data. • Current year market size and forecasts up to 2029 by power class / speed: e-bikes <1kW and < 25kmph, e-scooters < 4kW and > 25kmph, e-motorcycles > 4kW. • Current year market size and forecasts up to 2029 by region, including India, Indonesia, Vietnam, Taiwan, Thailand, China, U.S. and Europe. • Comparison of different electric two-wheeler models – technologies, costs, players and government support. • Market share of leading e-motorcycle manufacturers and comprehensive list and specification of current models. • Report from visit to Zero Motorcycles manufacturing facility in California, and company profiles based on IDTechEx interviews. For more information contact research@IDTechEx.com or see www.IDTechEx.com/evtwowheel. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 20, 2018 at 12:02PM
Motorcycle News - Competition Hot: A vintage-style Harley ironhead
https://ift.tt/2Ab23Kz
Japanese builder Hideya Togashi is a man with more staying power than most. He took his first Best Of Show award from Mooneyes in 2006, and he’s collected several more over the years. And if you look closely at his latest Harley ironhead build, it’s easy to see why he is so fêted.
The refurbished engine is all that remains of the original bike, and it’s in original condition, right down to the Linkert DC-7 carb. The ‘CH’ designation refers to a slightly higher compression-ratio version of the XL engine—legend says that it stood for ‘Competition Hot,’ but we’ll take that with a pinch of salt.
“To be honest, I didn’t have a concrete concept or theme before I made this bike,” says Togashi-san. “As always, I cherish the balance, and maximize the beauty.”
“I’ve combined the ‘show off’ elements that are required for the venue, with street elements that the owner can fully enjoy while riding on a winding road,” Togashi says.
Only the frame number plate is grafted on from the original frame, and the finish looks genuine—despite the nickel-plating that Togashi has added.
A wraparound headlight nacelle, hand-beaten from aluminum sheet, adds to the sleekness. It took many attempts to perfect, and Togashi has hidden the headlight itself behind a simple grille.
With the stance of the Sportster sorted, Togashi turned to the bodywork. He’s used aluminum for the tank, with a finish good enough to leave as raw polished metal on the top surfaces.
There’s a custom oil tank, wrapping around the trials-type rear tire. The subtle paint is based on a 1933 Harley design, and like the fuel tank graphics, was applied by local specialist Skop Paint Works. The fender is a heavily modified vintage Harley FX Super Glide item.
Like they say, simplicity is the ultimate sophistication. Hide Motorcycle | Instagram | Images by (and with thanks to) Tadashi Kono Motorcycles via Bike EXIF http://www.bikeexif.com December 20, 2018 at 11:09AM
Motorcycle News - FOUR-STROKE OF GENIUS. The Real Intellectuals’ Yamaha SR500 Flat Tracker
https://ift.tt/2A7O4oV Written by Marlon Slack Greece’s The Real Intellectuals are a rough group of motorcycle nuts who hawk their goods from downtown Athens. In their shop they sell motorcycle gear and apparel and thousands of beers to local bike nuts. Occasionally they run a madcap dirt event dubbed ‘The Rotten Race’. Not content to just sink booze and watch from the sideline, they teamed up with local shop Urban Mechanics to build an entry, a 1990 Yamaha SR500. Being the go-to place in Athens for sweet motorcycle apparel it’s no surprise that they’re given a heads up when people are wheeling and dealing in motorcycles. And that’s how they came across their donor bike – the SR500 was sold to them by friend of The Real Intellectuals, Bill Georgoussis, who also snapped the pics you see here. Now if you’re in the States, your mind may have already been blown by the idea of an SR500 built in 1990, some eighteen years after they were pulled from showroom floors. But Yamaha’s big-ish capacity single remained in production well after the USA lost interest. The Europeans kept on loving the things and the SR, which has its roots back to the XT500, would be perfect for the Rotten Race. “We wanted the Yamaha to resemble a vintage tracker from the 1970’s,” TRI’s Nikko says, “with classic lines and also some more modern parts to be able to ride it out into the streets”. The perfect combination for a custom ride, if you ask me. But things didn’t move too quickly. “The bike was in the The Real Intellectuals store for almost a year without moving it at all,” Nikko recalls. “But I was thinking everyday what we could do with it. I always wanted to build a vintage tracker. So slowly I collected all the parts that were needed and asked my good friends at the Urban Mechanics to do it”. Urban Mechanics is another Athens shop, this one with its sights firmly on producing custom motorcycles. Run by a duo, Michael Kork and Thanos Sinos, they were the perfect pair to take on the TRI’s newest project. But they had only three months to finish the bike in time for The Rotten Race. Three months is a damn short period of time. In just twelve weeks they stripped back the frame, detabbed it, polished the sidecovers, painted the barrel and head, fitted new rear shocks, changed the controls and everything else that comes with a build like this. But the hardest part was the tank. “We gave them a chopper fuel tank, but it’s tunnel was too small for the SR,” Nikko says. So the bottom had to be cut and widened to make it fit perfectly to the SR. After that, it was finished with a new coat of paint and fitted with a set of Dunlop’s new K180 tires. The end result is a tidy little SR tracker that makes our dark hearts glow. It’s low, it’s light, it’s built around a terrific basis and it’s designed to get a little dirty. We’re looking forward to seeing what the Real Intellectuals wheel out for next year’s Rotten Race! [ The Real Intellectuals – Facebook – Instagram | Urban Mechanics | Photos by Bill Georgoussis ] Motorcycles via Pipeburn.com https://ift.tt/2LY9tnG December 20, 2018 at 06:29AM
Motorcycle News - MOONEYES Yokohama HRCS 2018 Recap
https://ift.tt/2SecVyq This year was the 27th anniversary of the Mooneyes Yokohama Hot Rod and Custom Show. Yes, you read that right. The Mooneyes show in Japan has been happening for an admirable 27 years. What’s even more impressive is that it’s not showing any signs of slowing down. The Mooneyes show is where to go if you want to see the latest creations from Japans best builders. Two weeks ago I flew to Japan with Luke Ray from Fuel magazine to witness it all first hand. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb December 20, 2018 at 04:48AM
MotoGP News - Aprilia announces ex-Ferrari F1 man Rivola's 2019 MotoGP start date
https://ift.tt/2Bu22Bo Aprilia has officially announced that former Ferrari Formula 1 man Massimo Rivola will join its MotoGP project as racing department CEO from January 7 2019 Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei December 20, 2018 at 03:31AM
Motorcycle News - 2019 Triumph Scrambler 1200 XC and XE Review
https://ift.tt/2T1gjg6 2019 Triumph Scrambler 1200 XC & XEEditor Score: 91.5%
I’ve found myself riding in the King of Cool’s tracks more often than I’d realized lately. First, in November while participating in the 50th running of the Lake Elsinore GP, a southern California event McQueen raced in the early ‘70s under the alias Harvey Mushman and again, as I jumped the 2019 Triumph Scrambler 1200 XE on the motocross track at Wim Motors Academy this past weekend in southern Portugal. Sure, Steve McQueen may not have jumped the fence in The Great Escape, but there’s no shortage of proof that the actor competed in many off-road races and had an affinity for motorcycles, including the Triumph TR6, a bike many may view as the original scrambler. The latest iteration of Scrambler to hit the market is the new Triumph Scrambler 1200 XC & XE and it will haul the mail, on-road or off, all the while looking the part of a premium modern classic. After learning about the two new Scrambler 1200s the night prior, out first wave of editors had the pleasure of spending the next day on the XC and XE models off-road, on and around Wim Motors Academy in Boavista dos Pinheiros, Portugal, a training school for rally-type off-road riding, roadbook navigation, and general training facility for all sorts of riders from Dakar racers to the Portuguese ISDE team. To say we were excited would be an understatement. We would ride both models off-road and on to showcase the differences and similarities of the XC versus XE. In short, the two trims are plenty capable of both, with the XE receiving some off-road focused upgrades like handguards and more suspension travel, but also more advanced electronic rider aids as well. At a price of $14,000 for the XC model and $15,400 for the XE, a valid question would be, “What am I getting for all that dough?” The answer? A seriously capable bike with seriously advanced componentry. Twins Cut From A Different ClothThough the 2019 Scrambler 1200s look the part of their siblings in Triumph’s modern classic lineup, these new Scramblers host a plethora of differences and performance upgrades the likes of which this line up has not seen until now. The new engine is said to make 12.5% more peak power than the 2019 Bonneville T120 and 38% more than the 900cc 2019 Street Scrambler. Where torque is concerned, there is a 4% gain when compared to the new T120 and a 37.5% surplus when up against the smaller Street Scrambler power plant. To begin with, the Thruxton R-derived 1200cc, 270-degree crank driven Parallel Twin benefits from its own unique “Scrambler Tune”, which brings on the torque hard and heavy in the mid-range while carrying horsepower from 3,000 rpm in a linear fashion all the way to redline. Triumph rates the Scrambler 1200 engine with 90 hp at 7,400 rpm and 81 lb-ft of torque at 3,950 rpm. During our ride, the torque available below 3,000 rpm let me be lazy when I wanted to lug the Scrambler on road and off but, once above 3,500 rpm, would propel the bike with authority all the way to its 7,500 rpm redline. Fueling feels spot on with smooth throttle inputs allowing for just the desired amount of input wherever and whenever you want it. Both Scrambler 1200 models include five rider modes including Rain, Road, Sport, Off-road, and Rider (customizable). The XE model takes its off-road chops a step further with Off-road Pro, a mode which disables traction control and ABS entirely. The standard Off-road mode found on both models uses a specific off-road ABS and traction control (traction control can be switched off on both models however, ABS can only be switched off entirely on the XE). Once the ignition is switched off and back on, the bike will revert to a street ABS equipped mode even if shut off in one of the two off-road settings. If you’re simply taking a breather trailside and use the kill switch to turn off the engine, the bike will stay in the selected rider mode. Having first tested the XC off-road, I found the traction control setting in the standard Off-road mode to provide a decent amount of rear wheel slip while keeping things comfortably reined in. After testing the XE back-to-back in Off-road Pro mode, I preferred Off-road Pro simply because the engine makes power and torque so smoothly that it was easy to dial in the desired amount of wheel spin with the ride-by-wire throttle. In addition to the extra ride mode, the XE comes standard with optimized cornering ABS and traction control supported by an inertial measurement unit. The Scrambler 1200s also received a bespoke tubular steel frame with aluminum cradles which incorporates a new headstock and geometry said to be better tailored for comfort as well as off-road capability, with removable passenger footrests. Ergos on both bikes are quite comfortable while sitting or standing, a sentiment which was echoed by riders of all sizes during our ride. The XE comes with a 2.5-inch wider handlebar and taller handlebar risers which are optimal while standing without being awkward while seated and also provide extra leverage. Risers on both models are reversible to suit rider preference. Ergonomics for both bikes are comfortable enough for all-day riding, though if you plan on doing extensive highway stints or touring, you’ll have to get used to the wind blast or find an accessory windscreen (the Triumph catalog offers a clear touring windscreen). The lack of windscreen didn’t bother me much, though we didn’t do much highway riding, and I’ve owned (and toured with) many bikes without wind protection. The left and right switchgear buttons are backlit, and the joystick on the left easily navigates the Scrambler’s TFT display, which has adjustable themes and display types to suit any rider’s preference – including options to declutter the amount of information presented at any one time. Auto-contrast is also selectable in order to let the screen adjust to ambient lighting. Two industry firsts are found on the new Scrambler 1200s by way of collaborations with Google and GoPro. The collaboration with Google displays turn-by-turn navigation on the TFT display for easy visual navigation, while the GoPro integration allows you to start and stop recording as well as determine the camera’s current status on the right side of the TFT display. Both features work via Bluetooth and require the purchase of an accessory Bluetooth module in order to access these features as well as other general Bluetooth phone connectivity – which allows access to calls, messages, and music. Unfortunately, our press units were not equipped with this software for us to test, though the technology will be available when the models hit dealer showrooms in the U.S. late January to early February 2019. Adjustable levers are found on both models, whereas the Brembo MCS levers on the XE provide even more fine-tuning, allowing one to dial in desired brake feel from the superbike-worthy braking components found on the new Scrambler 1200s. Dual four-piston Brembo Monoblock M50s are used in conjunction with two 320mm rotors to firmly and confidently slow things down. These brakes are easily one of my favorite features of the motorcycle, as I would charge into every corner once our street ride dried out just to have the M50s positively slow the business as I progressively added a quick squeeze on the lever – another clear example of the level of componentry found on the Scrambler 1200s. The two-piston Brembo caliper/255mm rotor combo also provided solid rear braking performance, most of which I used off-road. Cruise control is standard on both the XC and XE, while heated grips can be added as an option to the former and are found standard on the latter. Keyless ignition is standard on both Scrambler 1200s as is a USB charging port found under the seat in a padded container should you wish to charge your device. Tire pressure monitoring sensors can be fitted as an accessory and will add information on the TFT display to show current pressures. The XC comes with an inverted 45mm Showa fork complete with 7.9-inches of travel, as well as Öhlins twin shocks with piggyback reservoirs also allowing for 7.9-inches of travel. The XE uses a 47mm gold inverted Showa fork with the same Öhlins components out back that are slightly longer, giving the XE 9.8-inches of travel at both ends. Both suspension setups are fully adjustable front and rear for preload, rebound, and compression and feel firm and planted. Perhaps one of the most talked about and pleasantly surprising aspects of the bike among editors on our press ride was the performance of the suspension. More than adequate for most off-roading and stable on-road, the suspension feels firm, but in a performance-driven way, particularly while maintaining composure at speed off-road. The Scrambler 1200s both handled g-outs and rocks with ease. My only complaint would come when bottoming the forks while jumping the XE on a motocross track. Of course, jumping a 482-pound (an approximation given Triumph’s dry weight claim of 452-pounds for the XC and 456-pounds for the XE) motorcycle can have this effect. If you plan on doing lots of sick jumps, you may want to look into getting some suspension work done, if you’re not planning on this, the stock setup is more than adequate for most situations on-road and off. When it comes to flipping these two onto their sides into corners, the lower center of gravity (seat heights are 33-inches for the XC and 34.25-inches for the XE), steeper 25.8-degree rake, and shorter wheelbase give the XC the upper hand. That’s not to say the XE is slow, even with its 26.9-degree rake and 61.8-inch wheelbase (1.5-inches longer than the XC). Some even preferred the XE for its higher, wider handlebar due to its leverage, but when I was sliding the XC off-road, I preferred it for the sort of slippery hooliganism we were enjoying. Both Scrambler 1200s come with Metzeler Tourance rubber as stock fitment, however, should you plan to scramble, Pirelli Scorpion Rally is available as a factory option and worked quite well during our off-road day. Both models use tubeless side-laced wheels with 90/90-21 front tires and 150/70-17 sized rubber in the rear. If I want to nitpick, one could argue Triumph could have used an 18-inch wheel in the rear for extra off-road prowess and to open up tire choices. The 17” is just fine for scrambling but an 18-inch wheel may help over obstacles: if you plan on riding up and over boulders, there are probably better bikes for it. We’re told the 17-inch wheel was a compromise to keep the Scrambler street friendly, and realistically, there are a number of great ADV-type tires for 17-inch wheels these days anyway. So who’s the customer?To be entirely honest, I hadn’t considered the question when a fellow North American editor proposed it. Who wouldn’t want it, I thought. He asked because he was confused. The question that perplexed him was obvious to myself and quite a few others. “I’d buy it” replied another editor and myself at almost the exact same time. For those getting sticker shock at the price, consider the level of componentry you’re getting on a bike like this, that looks this good. The Scrambler 1200 XE has more suspension travel than KTM’s adventure bikes and up-spec braking components. I’m not saying the Scrambler is better suited for off-road riding, rather bringing the two side-by-side to show the level of performance that Triumph has brought to the Scrambler 1200 XC and XE. To have a motorcycle that looks as good as these two do, and performs even a fraction as well as some of the best ADV bikes out there off-road, is an accomplishment worth noting. I heard another editor actually say, “I would rather have this than any adventure bike” citing how easy the Scrambler is to ride on-road and off – as well as it looks. The first editor mentioned (who also happens to be older) was looking at the practicality of the Scrambler 1200. No way he would want to tour on these bikes, he told us and then asked me and another younger editor if we would, to which we both replied, yes, we would tour on the new Scramblers. These bikes are another example of having one bike that can be good at multiple different kinds of riding. While it may not be the best at any of them, it was pretty damn good at everything we threw at it and looked brilliant AF while doing it. I could absolutely see myself owning this bike.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO December 19, 2018 at 08:06PM |
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